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Largest Circulation, 

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No. 458. Vol. 10. 



^^^ttfm bounded 1903. 



and tbe newest improvements of the most 
famous Motor Cycle Mannf actarers for 1912 

You can ses them all in our Showrooms, where 
we exhibit the largest stock of New and Second- 
hand Motors, ali of which we offer for exchange or 
cash at prices that cannot be beaten. 


4747- 3l li.p. ion Stanilaril TRIUMPH ..£38 
475W. ,lj h.p. Two-«p.-.<l BRADBURY £37 10 

4-60. s h.p. i.)u F.i;. INDIAN 40 Gns 

476X. 23 h.p. i<,it DOUGLAS £30 

4769. 5 li.p. ir,n,s T%vo-spiid TWIN REX DE 

LUXE and Sidicar 28 Gns 

4776. .li h.p. ion F.K. TRIUMPH £15 

47S5. 2i h.p. 1911 Lady s DOUGLAS £38 


'Phone: 5777, Holbom. 



Close to Ludgate Circus. 

\\'ires : " Opificer, London.' 

Buying a Sidecar 

We have a few 
19 11 Models to 
clear at reduced 
prices, conse- 
quent on altera- 
tions in design 
for 1912. 
London : PH ELON & MOORE, Ld 
4, Percy Street, Tottenham Court 
Road, W. 

Backed by 12 


The knowledge gained by the 

longest experience, our splendid reputa- 

^^ tion. and the unwavering high quality of 

material and workmanship, are YOUR G UARANTEES 

of solid sidecar satisfaction. Catalogue sent on request 

Mills-Fulford (The Orioimu Suleoar MaJierei, GoVCntry 



hnvicdiate Delivery. 

List on Request. 





"Surridge's Patent" stamped on every patch. Accept none other. 



Scotch Dejiot— llocil .t Co . 0, U-wiil«l (;irts;.'o<v. 



See Advertisement on Page 6. 
ARIMO MOTOR Oo., Ltd., Gosford Street, Cover,tPj4 

The Most Popular Machine of 191 1. 

The 1912 Improvements place it 
still further in front of all others. 




Worlis: 51, Kingswood, Bristol, 

Telephone: 3269 City. 

Motor Bicycle Catalogue 
post free from 

Rudge-Whitworth Ltd. 

(Dept 600) Coventry. 

Published Weekly. | 

2 Advertisements. 


January 4th, 19x2. 



Send for list of Davison Adjuncts, ail of which add 
something to the convenience or pleasure of riding. 

A. C. DAVISON, 163, Arging:tonRd., Camden Town, LONDON, N.W. 



£87 : 10 : 


Noteworthy Per-Fornn£inoe. 
24 hours' run LONDON to EXETER. 

Mr. G. N. Higgs drove the 

^ *• *"^ " ' ' J^«%^ gf^s.*'*'-^ only A.C. Sociable entered 



ONLY 6 h.p. but climbs 
anything and always "gets 

Write for our new 20 page edition of running costs and the experiences of 100 users. 


Telephone : 245 and 246 Molesey. 





Back pests, 

Pan Seals, 
LTO., e & 7, Mosolcy St., BIRMINGHAM. 


Mr. A. H.'\\\KI'.S\VORTII. Soulli M.ill, Cork, snv5— "I think 
I have ridden every saddle ot note but never experienced 
the comfort I got out of your saddle before. It is ideal 
for Irish roads." 

E. II. H. CKU'MTH, r.SO., of H\iilcv, KiliBWOod, s,-l\-s— 
" I have never ridden a saddle' that in any way 
compares with It." 

I'lm.lP M. r..\KDNER, of 21, Gi-amillo Road, 
bidclip, K'liil, sn\s — 

" Your saddle is a perfect dream." 

In an-iwrriiiij l/ivnc adverli.icmeitts il is dcMvahU to mfiilion " I'/ic Motor Ci/dc." 

January 4TH, 1912. 


Advertisements. 3 






29-31. Gl. Easter-^ Street. 101-102, St. Thoma-, Street. Kerry House. Furnival St. 

TWIN-CYLINDER.-5-6 h.p. 
57 guineas. 

STANDARD.— 3i h.p 45 guineas. 

DROP FRAME.— 3l h.p 45 guineas. 


3 J h.p. .. .. .. 54 guineas. 

FREE-ENGINE CLUTCH.— 3i b.p. 51 guineas. 

SIDECARS. „_ ,_ „ 

Populars, Wicker body £6-6-0; £7-15-0 

De Luxe £8 - 1 5 ; £1 1 - 11- 

ENGINE.— M. O. valves. Verv flexible. Standard 

sizes throughout. Wearing parts accessible. 
SINGLE-CYLINDER.— 3i h.p. Bore 85 mm. Stroke 

SS mm. Ball bearings for crankshaft. 
TWIN-CYLINDER.— 5-6 h.p. Bore 67 mm. Stroke 
95 mm. Cylinder at 50°. Ball bearings on puUcy 
side of crankshaft. Large silencers, vvith Abmg- 
don cut-out. Lubrication specially efficient. 
CARBURETTF.R.— Brown and Barlow. H.B. contro. 
IGNITION.— Bosch enclosed type magneto. 
TRANSMISSION.— By belt. Adjustable pulley. 
TANK.— Extra large 'fillers. Special petrol valves. 

Compound partitions. , ' ai ■ * 

SPRING FORKS.— Strong, graceful and efficient 
CARRIER.— Strong tubular ; fu"y equipped 
TYRES.- 26x2i and 2jin. 

Extra heavy. 
SADDLE.— The Middle- 
more " Rideasy." 
A King Dick Bulldog Mas- 
cot, a Kerry-Abingdon 
Tube and Belt Carrier, 
and a Lea Reflex Light, 
are fitted to every ma- 
chine free of charge. 
COMFORT. — Handle-bar 
extra strong and long, to 
be easily reached when 
sitting right back. 
Every machine is tested on 
the road before delivery. 

Rubber studded. 



Chater Lea No. 7 

has again eclipsed all other sidecar machines in open competition. Just 
the same as usual, no failures among No. 7 riders, 1 00 % wins every time. 


Note the fine performance of the Chater Lea No. 7. and sidecars 
(Three out of the four starters were amateur owners). There 
is no fluke about such a result as this. 

4 Started, 4 Golds 


That's something like a win 
not an odd one out of many, but 
four out of four. Just the same as 
last season — highest possible award 
every time. 

^Write for Descriptive Booklet. 


Golden Lane, London. 

Here is conv'nclng proof thai for all-weather sidecar work 
over difficult country the No. 7 stands quite alone.. Buy 
the sidecar machine of proved reliability and endurance ; 
proved beyond doubt and backed by a famous name. 
That machine is the Chater Lea No. 7, and we in- 
vite your critical inspec ion. Wiitetordescrin i eiionWet, 


THE Sidecar Machiiie. 




Notice the number of amateur 
owners who run their Chater 
Lea No. 7 and Sidecars in com- 
petition — and win. These are the 
performances of interest to the 
private buyer. 

Write for Descriptive Booklet, 


Golden Lane, London. 




January 4th, 1912. 


Open International HDl Climb, La Course de Cote 
de Gometz - le - Chatel, France, December 17th, 

— L'Auto. 



A W A Unlimited Class, H. Bashall— FIRST. i^^ 

Amateur Class, H. Bashall— SECOND. 

NOTE: All correspondence and enquiries to be addressed to 
H. COLLIER & SONS, Ltd., .^-s****^ AU goods and parcels 

Office and Showrooms, 

44. Plumstead Road, 


— c 

to be sent to the works 




that you CAN keep. 

IRCSOlVC to have no more lamp troubles. 
IkeeU tbe IReSOlUttOn by at once ordering a 


per set. 

PILOT [!I5?. 

the IDEAL Lamp for 
motor cyclists. 

Note the Special Features: 

Projector stamped in one piece and 
filled with |;,'enuine 


Aulonialic Generator, wllich is proof 

against vibration ; Burns 5 to 6 hours; 

Gas turned on or off as desired. 





\Vli,.l.»iil,Mii!ly - 


Rotax Motor Accessories Go. 

43 & 45, Gi. Eastern St., London, E.G. 
Works : London & Blrmlnghani. 


13/// December, igii. 

/, Nicholas Stobart, of 
Aspatria, in the County of 
Cumhei'land, Cycle Agent, do 
hereby admit that I made certain 
slanderous statements reflecting 
upon the honesty and financial 
reputation of Messrs. Hitchens' 
Motor Exchange, Limited, of 
Morecambe. I now unreservedly 
acknowledge that such state- 
ments zvere untrue and had no 
foundation, and I express my 
regret for having made same. 


1 1) inv'in rinij lli'.r i:r}rrrri.'fiin iif.i it 1.9 ditti inlilf In iiiiiifiiili " '/'//'■ .i/i'lar Cl/rll'." 

January 4th J912, 


Vol.10. No. 458. Jan. 4th, 1912. 

Leadei eites : Winlet Rons. Cost of Prodnctioii .. = »..„ 1 

EXA.UPLtS Of UODbKN PISTON Di^SlUM (lUostrated).. « ^. o 2-3 

Englisb-Ouusti ReliabilUy Trial „ , , „ 4 

Cost of running a Motor Cycle „ 5 

H.C.C. WlNTeB RUN TO EXETEB AND BACK (Illustrated) , 6-13 

Bu-mingbam to Vorb BDd Back 11 

Ciurenl Cbat llllustraiedl 12-13 

CInb News (Illustr ted) 14 

TO THE TYROL AND BACK ON MOTOR CYCLES. By W. Fswcett (Illnstrated) 15-17 

Occasional Comments. By " Ixion " illustrated. 15 

Hounsiow to Hook. A Deliibltni Tweoty-Ionr Hoars' Run (Poem) ^ .. 19 

Among the Accessories (lllustraled) « ^ 20 

N.W. LONDON M.C.C. RON TO GLOUCESTER (Illustrated) „ „ „ 81-23 

Round tbe Spring Qnarterly Trial Course „ » . ..• 13 

Leuers 10 the Editor (lllustraled) on 24-26 

Questions and Replies (Illustrated) ^ ,^ 27-23 

Subscription Rates : Home, 6s. 6d. ; Canada, 8s. 8d. ; Foreign, 13s. per annum. 

Agents lor Australia : Gordon and Gotch, London, Melbourne, Sydney, Brisbane, Perth, Hobart* 
Launceston, Wellington, Christchurch, Auckland, etc. South Africa; Central Newsagencj, Ltd. 


Winter Runs. 

THE popularity of winter holiday runs shows little 
sign of decreasing, if one may be allowed to 
judge by the number of competitors who took 
part in various club events in different parts of 
the country during last week. Whilst admiring 
the enthusiasm and grit of those who are willing to 
remain in the saddle for long hours while their 
machines traverse miles of muddy roads by night and 
day, one cannot fail to be impressed with the fact that 
the descriptions of the runs published in this issue are 
a severe indictment against the lack of cleanliness in 
the case of the average motor cycle. 

The wheeis of a motor cycle which have to revolve 
through seas of mud for hour after hour must neces- 
sarily become unrecognisable as articles of metal and 
rubber, but surely some form of efficient mudguarding 
should be evolved to prevent the rider and the vital 
parts of the mechanism from being liberally coated 
with mud splashings in a few miles from the start of a 
long distance winter event. 

There are special forms of mudguard made for 
motor cycles which are fairly satisfactory in prevent- 
ing what was so apparent in last week's events, but 
few riders took the trouble to make use of them. They 
entail some extra weight and are somewhat cumber- 
some, consequently -the majority appeared to prefer 
to get dirty or, at the best, to improvise some form 
of makeshift guard which usually proved inadequate. 
This is a drawback to the pastime, and it raises a 
question whether it could not be overcome by making 
a more complete form of mudguard extension which 
could be supplied to order for all weather riding. The 
attachment might be combined with removable foot- 
boards, and correspond to their overall \vidth, so 

that when the footboards were connected across, be- 
hind, and in front of the engine, a continuous wing 
from front to rear would .be extended between the 
rider and the road. 

That some machines are very much cleaner than 
others on winter roads is due to the fact that their 
designers ride year in and year out, and have the 
necessity of adequate mudguarding forcibly brought 
home to them. The average motor cycle is, however, 
still very much wanting in this respect. 

Cost of Production. ' 

IT is, perhaps, natural for those who are only con- 
cerned with the riding of motor cycles, and not 
with their manufacture or sale, to imagine that 
as the years advance prices should become 
easier. A correspondent this week voices this 
view, and complains of additions to the rider's com- 
fort and increased efficiency of working being charged 
as extras. In most articles of commerce rapidity of 
production does spell a lowering of prices, but the 
motor cycle industry is not an ordinary one, and the 
prices of machines must remain stationary or show a 
tendency to increase with the general improvements 
that are demanded every year. 

With regard to the charges for extras, items such 
as clutches and change-speed gears increase the cost 
of production enormously. They are not always 
charged as extras, but are included in the price of 
many machines, the total cost naturally being high in 
comparison with those mounts which are not provided 
with such aids to comfort in touring or passenger work. 
If our correspondent were to see the work entailed to 
produce a perfect change speed gear, we do not think 
he would consider their price extortionate. 

JANUARY 4th. jgi2. 

DURING the year wer have heard a good deal 
abouf 'pistons, more especially just prior to the 
Tourist Trophy Race in the Isle of Man, when 
experts of several countries were trying their best 
to get the last ounce of power out of their mounts. 
Now i\ piston that will stand up to the strain of 
such a long race as the T.T. without warping will 
stand any ordinary use on the road, and as lightness 
is an important factor in a high speed piston it is 
not surprising to find that there is a general tendency 
towards lighter pistons iu the 1912 touring mounts. 
Excepting for short-distance races, the steel piston is 
rapidly dying out, and I do not think it will ever 
become standard practice on motor cycles, for, 
although it can be made extremely light, it has the 
great disadvantage of warping after hard use in an 
air-cooled engine. 

Why a Light Piston is Desirable. 

There are several good reasons -why a light piston 
is to be desired for high engine speed. Possibly the 
most important is that the piston is a reciprocating 
mass, and therefore cannot be accurately balanced iu 

the rings to hold compression. These remarks, of 
course, apply to pistons machined out of solid steel, 
and not to those employed by the Hendee Manu- 
facturing Co., and fitted to the Indian motor cycles. 
These pistons are very light, and 
are made of castings,, annealed by 
a special process till they have 
the good points of a steel piston 
without its disadvantages. This 
piston has two rings at the top 
separated by a narrow but deep 
oil groove, and in the neighbour- 
hood of the gudgeon pin the dia- 
meter of the piston is greatly re- 
duced. This reduction serves to 
lighten the piston, and acts as a 
strengthening web to the gudgeon 
pin bosses. The gudgeon pin 
fixing is unusual, but should be 
very effective. A peg is driven 
through one end of the pin, and drops into grooves 
cut in the piston, thus preventing rotary movement, 
Avhile sidewise motion is prevented by a sjdit pin 

Showing the M.R. 
gudgeon pin fixing, 
and double piston 

(1) Showing gudgeon pin fixing and position of rings on Scott two-stroke engine. (2) Indian, two rings at the top. (3) Blumtteld piston used on water-cooled 
engine;. There are two top rings. The gudgeon pin is held by a wide central ring. Note the cut away piston walls. (4) Excelsior, two rings at the top and one at 
the bottom. gudgeon pin in this case is fixed by a taper pin extending through the piston head. (5) N.S.U., three rings at the top. The gudgeon pin is sec'ured 
by a wide ring in the centre. Two oil grooves at fool. (6) New Hudson, three rings spaced equally, the centre one retaining the gudgeon pin. 

a single-cylinder engine, and it is probable that a 
carefully designed cast-iron piston can be made to 
weigh very little more than one made. of steel. 

At the recent Olympia Motor Cycle Show I made 
enquiries about steel pistons of a firm which has had 
great experience on the subject, and was told that 
nothing would induce them to fit another steel piston, 
even for racing purposes. This ex- 
perience speaks for itself. For tour- 
ing mounts, the steel, piston has yet 
another disadvantage, and that is that, 
owing to unequal expansion, the piston 
has to be made a very slack fit in tlic 
cylinder, as much as ten-thousandllis 
spnt rinK Kud-" ''pi"K allowed, even in water-cooled 
Koon pin iixin;' engines. 'J'liis is apt to cause ralllc, 

employed on the , , . . ' . . . ' 

B.s.A. aiKj jH'evenls the [uston from assisting 

A I.'* 

which passes through the supporting boss and is 
opened out inside the hollow gudgeon pin. 

The Number of Rings. 

On the question of the correct number and position 
of piston ring.s, manufacturers' opinions differ so 
widely tliat it is almost impossible to say what is the 
most usual i^ractice, but probably two rings, both at 
the top of the jiiston, are to be seen most frequently. 

The Moto-Reve piston is well worth attention on 
account of somewliat unusual constru<'tion. There are 
no gudgeon jiin bosses in the usual sense of the term, 
but the pin is carried on a pair of lugs which pass 
through the piston head, and are locked in position 
i)y nuts. This construction allows of extreme light- 
ness, as the piston can be machined all over, both 
inside and out. Only one ring is used by this firm, 

JANUARY 4th. igi2. 

Examples of Modern Piston Design. — 

and this is of the double type, the design of which can 
be easily followed from the accompanying sketch. 
The Humber lightweight is another instance of the 
employment of a single piston ring. This construction 
should be very suitable for lightw'eight "engines which 
run at comparatively high speeds, for the design lends 
itself to lightness, and at normal revolutions the 
extremely small amount of gas which might leak past 
the ring is negligible. However, it is easy to see that 
a broken ring would 'place one's machine hors de 

The Lower Ring Losing Ground. 

In a few instances tw'o rings are fitted, one at the 
top and one at the bottom, but this practice is not so 

c-ommon as it was a 
year or two ago, pro- 
bably because the 
bottom ring tends to 
scrape the oil from 
the cylinder walls, 
thus interfering 'with 
piston lubrication. 

This trouble is occa- 
sionally avoided by 
drilling the piston 
above the bottom 
ring. In this case the bottom ring obviously is 
intended as a bearing only, for any gas that passed 
the top ring would escape through the holes in the 
piston. The design should be very suitable for 
racing work. 

In the case of the New Hudson engines, three ring.s 
are employed — one at the top, one holding the 
gudgeon pin in place, and one at the bottom. 

The Excelsior has two rings at .the top and one at 
tlie bottom, but in this instance the bottom ring 
tends to keep the oil on the piston walls as it is fed 
in through the side of the cylinder and into the 
hollow gudgeon pin. 

The only instance of three top rings yvhich I 
chanced on at the Show' was on the N.S.U. motor 

An extremely light piston is used on the Blumfield 
water-cooled engine. It has two top rings, and has 
its walls cut away to a much greater extent than is 
usual on a standard machine. 

Ingenious fixing employed on tlie 3.I.A.M.T. 

A. Gudgeon pin splil at each end. 

B. Rod tlireaded at each 

C. Cone screw heads. 

D. Brass washers. 

A very com- 
mon fixing. 
One end of the 
gudgeon pin is 
a taper fit ia 
its i]os5, and is 
held in position 
by a taper- 
ended set screw. 
This in its turn 
is secured by a 
locli-nut and a 
long split pin. 

The Norton piston is noticeable for several 
reasons. Two very wide top rings are used, and 
the diameter of the piston is greatly reduced round 
the centre ; a continuous ring of oil grooves is also 
placed round the lower half. The rings themselves 
have oil grooves cut in them. 

Security for the Gudgeon Pin. 

Gudgeon pin fixing affords great scope for 
ingenuity, and many and various are the devices fitted. 
Perhaps the most common 
method is that of fitting 
the pin,- which has a 
slightly tapered end, into a 
corresponding hole, and 
fixing it in position by a 
taper-ended set-screw. 

Another common method 
to prevent the gudgeon pin 
touching the cvhnder walls 
is to surround it with a ring, usually made of 
spring steel of considerable width. The Excelsior 
fixing is unusual, and. can best be followed from 
the appended sketch. The J^Iotosacoche has its 
gudgeon pins driven into the piston and guarded at 
the ends by small brass-headed caps. This method 
is becoming almost standard practice on lightweights. 
A most ingenious fixing is employed on the Scott 
machines, which consists of a light castellated ring 
screwing into the inside of the piston. The inner 
edge fits into grooves in the gudgeon pin. This ring- 
is prevented from unscrewing by a pin which passes 
through the piston wall, which in its turn is pre- 
vented from coming out by a surrounding piston ring. 

UniversaIiy=jointed Connecting Rod. 

Although it scarcely comes under the heading of 
this article, mention must be made of the connecting 
rod used successfully for some years by the L.M.C. 
Co. The top end is made to fonn a universal joint, 
so allowing the cylinder to be removed with great 
ease, and compensating for any slight disalignment 
caused by careless bolting down of the cylinder, which 
occurs only too frequently at the hands of unskilled 

The appended sketches are not intended to be 
scale representations, but only serve to illustrate con- 
structional details. Ubique. 

The above flashlight photograph of the start from the Town Hall, SliefGeld,. was taken at 6.30 a.m. OO Bo : ng Day. 



JANUARY 4th, igf2. 


Increasing interest in the Internafional Trial next Summer 

ENTRIES continue to be received by The Motor 
Cycle for the abo\'e international trial, to take 
place in Holland on August Bank Holiday 

Monday, under the asgis of the Dutch Motor Cycle 
Club. The chief regulations appeared in our issue of 
December 21st, page 1388, but since then we ha\e 
l)een asked by Mr. A. Citroen, hon. secretary of the 
Dutch Club, to make it quite clear that the twehe 
entries, i.e., six amateurs and six trade representatives, 
will be divided equally into three classes according to 
the type of motor cycle ridden. The teams, there- 
fore, will be classified as under: 

Class A. 

Class B. 

CLA.5B C. 

Machines up 
to 340 CO. 

340 to 500 c. 

Machines from 
5U0 to 1,000 cc. 

Kiiglish team : Nos. 
E2. E4, E6, E8, 
ElO, E12, E14, 
E16, E18, E20, 
E22, E24. 

Two private 


Two trade 


Two private 




Two pri/ate 

Two trade 

Dutch -team: Nos. 
Dl, D3, D5, D7, 
D9, Dll, D13, 
D15, D17, D19, 
D21, D23. 

Two private 


Two trade 


Two private 
Two trade 
riders. . 

Two privati' 

Two trade 

Formula to determme cubical capacity, the dimensions 
being in centimetres : 

Bore - X .7854 x stroke x No. of cylinders. 

In Classes B and C machines may or may not ha\e 
sidecar attachments as desired. 

The Dutch M.C.C. make it clear that, they desire 
a.s large a variety of machines as possible, and speci- 
ally request that no one class be represented by one 
make of machine. Further, any one make should 
not appear in different powers in the three classes. 

The British entries on going to press stood as 
fri!U)us : 

Trade Team. 
Pratt (3i P. and M.) 
Woodhouse (3i Precision) 
W. Barnes (Zenith) 
W. Douglas (2| Douglas) 

W. Cooper (5^ Bradbury) 
Geoffrey Smith 
F. C "Wasley 
\,. A. Baddeley (7 Indian) 
Vernon Taylor (S^ Rudge) 
Saymour Smith (3^ Norlon) 
Fred Dover (5-^ Premier) 
A. E. Uffleman (3^ Huraber) 
.J. C. Bennett Mitchell (2-5 

Mrs. Cooke (5^ Triumph) 
C. C. Cooke (3i Triumph) 
F. A. Hardy 
P.. G. Mundy 
W. (I. Oldman (5-6 Bat so. or 

4 li.p. Bat bicycle) 
C'. W. Wilson (Morgan iiin- 


It will be seen that the popular 3^2 h.p. class is 
already overfilled. In forwarding entries, the make, 
horse-power, and cubical capacity of the machine to 
be ridden should be mentioned where known. Trade 
entries must be accompanied by a fee of £^i. 

In sending his entry, Mr. F. C. Wasley (Bri.'stcl) 
offers to assist the party in any way if not choien as 
one of the team, as the idea of an international relia- 
liility trial appeals to him as an excellent one. 

Mr. and Mrs. Cooke are very anxious to go over to 
Holland, but soecial arrangements would have to be 
made, as the Herts County A.C. Kendal Tour is 
arranged for the August holidays, and Mr. Cooke is 
the hon. secretary of the organising club. 

Mr. C. W. Wilson is the captain of the Cambridge- 
shire M.C.C, who accompanied the Dutch motoi 
cyclists on their tour to the Isle of Man last year. 

Mr. F. A. Hardy was one of the first to promise 
the Dutch motor cyclists in the Isle of Man that he 
would form one of the English party. 

W, Harry BashjII (Hoyal Enfloli! si.ienr), II, E. Hull il.ijiai si lecii), anfl J. T. Bashall iBjt sidecar;, approaching S.'.aftosliury on Ihe return journey. 

JANUARY 4th, igi2. 

Cost of Running a Motor Cycle. 

More Replies to a 

Sir, — Having read with much interest in Tha Motor Cycle 
lately various accounts of the cost of running a motor cycle, 
I enclose costs of running my motor cycle for five years. 

1 have had two machines. The first cost me £12 second- 
hand, and after running it four years I sold it for £8. 
The second, a modern magneto machine, I gave £18 for, 
and ran it last season, and now have an offer of £16 for 
it, so that I have only £5 depreciation for five years, which, 
however, I have not included in the cost. 

You will no doubt agree with me that the, average for 
five years' running must give a fairly accurate cost — more 
so than one year only. 

1 may say that 1 have done my own tuning up and any 
small alterations, also made my own belts, as I am con- 
nected with the leather trade. 


Total mileage, 12,200 miles. 

Licences ... £5 

Tyres 6 14 5 

Petrol, 120 gallons , 7 16 3 

Oil, 10 gallons 1 14 3 

Belts and fasteners ... 1 4 6 

Ignition (mostly battery) 2 17 4 

Lighting (lamps and carbide) 15 6 

Repairs (including new spring fork) ... 6 15 

Sundries " 3 7 

Cost .73d. per mile. 

£37 5 

Trusting this account may interest readers, 


Sir, — I have been prompted to write this letter by the 
communication appearing in your issue dated December 7th 
over the signature "Single Cylinder," in which the writer 
states that Mr. Walmsley's letter is absurd. 

I have not the slightest idea who Mr. Walmsley is, but 
I thought the results he gave were most concise and very 

As regards depreciation I feel certain that any rider who 
buys a new machine and does 5,000 miles (that is a year's 
running for the ordinary motor cyclist) is lucky if he can 
obtain a price £10 less than he gave. 

If the machine is not a new one, that is, has had a season's 
wear, to enable it to do 5,C00 miles it will need new tyres. 
belt, and, most probably, several minor repairs and renewals 
which will, if added to the actual depreciation, amount to at 
least £10. 

I have been a motor cyclist for the past six years, and 
have kept an accurate record of all expenses incurred, and, 
judging from them and the experiences of several other riders 
with whom I have talked over the matter, I am extremely 
doubtful if 5,000 miles can be covered in the course of a 
year by an ordinary motor for his pleasure at a cost 
of less than l|d. per mile or £25 per year. This includes 
insurance, licence, keeping the machine in a good state of 
repair, depreciation, etc. 

It would be interesting to Imow how " Single Cylinder " 
comes to his conclusion that a sidecar does not add much 
to running costs, as I think Mr. Walmsley's deduction of 
almost half as much again expense per mile, but on a much 
smaller mileage, is much more correct. 


Sir^ — The running costs of a 3^ h.p. Triumph may be 
of interest to your readers. AH the items are actual pay- 
ments, and represent a year's running of 7,007 miles, all 
of which was done with a Montgomery sidecar attached. 
The tyres include seven new ones and the belts six new 
ones. The machine was new in September, 1910, and cost, 
with sidecir, £67 5s., and has, of course, a free engine 
and a single gear. I have not had a single mechanical 
trouble, and have found the machine absolutely reliable on 
every occasion. 

In September, after having had the mount twelve months, 
I took a tour to Killarney, and was surprised to find the 
machine come through intact after 900 miles of the worst 
roads I had ever been on for so long a distance during a 
riding life of over thirty years, including 60,000 miles on 

Reader's Query. 

two Raleigh pedal tandems. It seems to me that your 
correspondents are largely guessing their cosls, as the 
differences are so great between the various writers. 
Miles travelled, 7,007. 

Petrol, gallons 131 = 53.44 m.p.g. 

Per Mile. 

Petrol cost ' 151.1 = .26d. 

Belts 77.9 = .134d. 

Tyres 270.5 = .463d. 

Lubricating oil 11.5 = .020d. 

Repairs 51.5 = .088d. 

Additions..'. ... 48.0 = .C81d. 

Licences and insurance ... ... 83.4 = .160d. 

Sundries 12.5 = .C21d. 




To this I should add for depreciation £16 16s. 3d., being 
25% on £67 5s., cost of complete machine. This shows : 

Per Mile. 

Running costs 1.227d. 

Depreciation ... .575d. 

Grand total 



Sir, — I have taken much interest in the discussion which 
has been going on in your paper with reference to the cost of 
running a 3^ h.p. motor cycle. I have had no sidecar experi- 
ence, but have studied solo costs, which I append, estimated 
for 5,000 miles, which I consider a fair average mileage. 
Depreciation per year ... ... ... ...£6 

Interest on capital, £50 at 5% 2 10 

Tyres, one and a half per year 3 

Helt, one per year t) 16 

Petrol (48 gallons) ... 2 16 

Lubricating oil and carbide 16 

Replacing spares (generally plug and valve) 

and repairs 1 10 

Tax, licence, and registration 1 6 

Overhaul, £1 10s., last three years 10 

Lamp, 30s., last five years ... 6 


£19 10 

My figures work out at a fraction under one penny per mile, 
and are based upon the following considerations : The cost of 
a new motor £50. At the end of five years it should bring 
£20, if carefully used. This gives an average yearly deprecia- 
tion of £6. If sold within five years the depreciation will be 
considerably liigher, but a machine of good make should run 
for this period without causing much trouble. 

I strongly advise any intending purchaser to invest in a 
new machine even if he is obliged to postpone getting a 
machine for twelve months to raise the " ready," as it is really 
more economical in the end. In a second-hand machine the 
repair and replacements bill will as a rule more than counter- 
balance the higher depreciation in a new machine, and less 
pleasure will be derived from the pastime owing to the inces- 
sant dread of a breakdown. I do not believe in the smart 
gentleman who can buy a second-hand machine " good as 
new " at £50, and sell it for the same figure, or at a profit, at 
the end of a season. He will probably find that on tyres, belts, 
etc., he has spent a considerable sum of money of which he 
fails to take account, or, if not, he takes it out of som.e 
"greenhorn." We cannot, obviously, all make someone else 
pay for our sport, and it is, consequently, the novice wlio is 
" had " — the man for whose protection this correspondence is 
being published. 

Some of your correspondents do not make any allowance for 
interest on initial outlay. In my opinion, this is quite as much 
entitled to be taken into consideration as cost of petrol, and 
the reason is obvious. I also differ from some of your corre- 
spondents in the fact that I do not allow anything for insur- 
ance, as with good brakes and a moderate speed the risk is 
practically nil in the case of a careful rider. Accidents should 
be a monopolv of the fifty miles an hour fiend. 


THE second annual winter 
organised by the Motor Cycling 
Club, was duly carried through 
on the 26th and 27th December, 
and from every point of view can be 
written down as a huge success. That 
such an event meets a long-felt want 
was exemplified by the wonderful measure 
of support, the entries numbering 119. 
I'he weather outlook on Boxing Day was 
depressing in the extreme, rain falling 
heavily tTirougbout the London district 
and the whole of the West of England 
where the route was arranged, and it 
therefore says much for the pluck and enthusiasm of the 
entrants, under these circumstances, that exactly 100 com- 
petitors signed their names on the first checking sheet at 
the starting point. The official headquarters were the Bul- 
strode Hotel, Hounslow, immediately adjoining Heston- 
Hounslow station on the District Railway. Although the 
first man was not due out until 6.45 p.m., several had 
assembled as early as 2 p.m., and thence onwards the 
ample yard at the rear of the hotel presented an animated 
scene with the preparations made by competitors and, their 
friends to ensure the machines being in perfect order. 

Mudguarding Devices. 

With the prospect of continuous rain and terribly muddy 
road surfaces, attention was naturally directed to the rig- 
ging up of better mudguarding devices than are fitted to 
standard machines, and many of these amateur efforts were 
weird and wonderful. It cannot be said that the majority 
were successful in keeping the riders clean, for inside the 
first twenty miles nearly every motor cyclist was literally 
smothered from head to foot, back and front, with a thick 
plaster of- mud Splashes. 

Matters are slightly improving in respect to mudguarding 
as compared with two years ago, but we are still a long way 
from that wished-for period when a man can mount his 
machine in dirty weather with the assurance that he will 
dismount in a decently respectable outward condition. The 
condition in whi.oh many of the competitors entered hotels 

JANUARY 4th, igT2. 

at the feeding places en loute was dire 
ful, and although well-wishers of the 
spoit might have liked to have seen 
them sit down in cle'an clothing, they 
can hardly be blamed for infringing 
against the courtesies of everyday life. 
To get in and out of their wads of water- 
proofs and oilskins — many riders were 
doubly protected in this way — was such 
a long operation that rather than waste 
valuable time the minority merely 
rinsed some of the surface dirt from 
hands and faces, but refrained from removing their gar- 
ments from start to finish. It is a pity some of our pro- 
minent machine manufacturers were not present at Salis- 
bury on the outward journey, as the object lessons then 
presented for more efficient mudguarding might have borne 
fruit in future designs. 

An Unsuccessful Change. 

. The first motor cycle was due to leave Eounslow at 7 p.m., 
but departing . from the custom of the M.C.C. when cars 
are also entered for the club's events, the three cars pro- 
grammed were despatched ten minutes ahead of the first 
solo machine. This plan was doubtless intended to avoid 
trouble to the singles in being passed by the more stable 
cars, but as happened in the present case, the good intentions 
of the club officials were not .realised. The cai's kept ahead 
only for aboiit twenty-five miles, and, thereafter, the motor 
bicycles and passenger combinations were continually passing 
the three cars, involving, .careful driving on account' of ■ the 
treacherous condition of the severely cambered roads between 
Hook and Salisbury. The car drivers steered as near as 
they dared to their own side when the glare of an acetylene 
lamp showed up from the rear, yet. we witnessed several 
close sliaves when accidents were only averted by skilful 
driving of both motor cycle and car. Unless there may be 
some good reason for the alteration, we consider it will be 
better for the comfort of all concerned, for the M.C.O. to 
revert to the plan of despatching the cars in the rear. 

Final Drcparalions for tlio slnrt in (ho vnrd of the Bulslrodo Hotol. Hounslow. 

JANUARY 4th, igi2. 


E. B.- Ware (Chatcr-Lea sidecar) at Salisbury on the outward journey. 
(FlasBligiit pliotograph.) 

Considering the somewhiit out-of-the-way i-pol w itely cliosen 
tor tho Btart, a fair muster of spectators had assembled, and 
the constable:;, in chcirge of the local superintendent of police, 
were easily able to keep a clear passage for the men. Half 
a dozen portable A.S.L. acetylene Hk brilliantly lightad 
the road, and permitted the oflieials to marshal the com- 
petitors in dno order. Without semblance of confusion or 
hurry, the 100 competitors were started by Jlr. F, T. Ridlake 
(timekeeper) in pairs, at intervals of one minute, the last 
coupLe leaving at 7.57 p.m. Fortunately, the heavy downpour 
of rain had ceased two hours earlier, and except for a slight 
shower for a few minutes about 11 p.m. and a lighter drizzle 
for le&s than five minutes when leaving Exeter on the 
return journey, the weather conditions overhead could hardly 
have been more favourable from start to finish. Needless to 
remark, the soddened state of the roads made it terribly 
heavy work for most, and, strangely enough, the worst sur- 
faced roads were those nearer London, as far as Sunningdale. 
'twelve miles from the start. We should ascribe the truly 
awful surface from Egham to Sunningdale as due to some 
poor system of tar spreading, because the tar-treated surfaces 
from IJagshot onwards were comparatively hard. 

Not a Reliability Run. 

The conditions of the contest were of the " go-as-you- 
;please" charact-er. Iniismuch as there were no restrictions 
:upon pace, repairs or adjustments could be effected with or 
without assistance by the driver on the roadside, or in garage, 
and in many cases the latter method of arriving home some- 
how was freely indulged. To describe this event as a 
" reliability trial " would convey a false impression, nor does 
the M.C.C. claim anything more for it than a "club run." 
The majority of machines, of course, went through with 
'just those minor troubles in the way of punctures, belt short- 
ening and the like, wliich an ordinary tourist experiences, 
yet it is just as well to emphasise the fact that the good and 
the bad — in the way of reliable and unreliable machines — 
scored equally well at the finish. The only time schedule set 
was that the men were not permitted to leave " Salisbury 
(outward and homeward journeys) and Exeter before fixed 
: limes, aird although a check was established outside Yeovil 
and also at Andover on the return, we cannot learn Avhether 
too early .arrival at these places will affect results. This 
hardly seems ^jossible, as one of the oflieials who was com- 
peting an ived at Exeter some three hours before he was due 
■ to retui'n. 

The arrangements for marking the route at awkward 
corners and turns w'ere admirable, large a.rrows fixed to 
boards being ilhuninated by shielded lanterns, so that the 
light fell only upon the arrow and did not throw a glare 
'■into the eyes of the approaching driver. Unfortunately, 
the carefully-devised scheme for this purpose was not 
carried through property by the local people at' two- very 
' important places The first was at the sharp left turn 

from beneath the avenue of trees beyond Salisbury, at the 
entrance to Wilton, where one or two competitors went 
miles astray last year. The second place was at the uphil! 
fork a quarter-mile west of Andover. Whether any drivers 
went wrong on the present occasion we could not learn, 
but if they did the M.C.C. officials should not be blamed, 
as we know they had taken special precautions concerning 
the two places mentioned. 

In all other respects the organisation was perfect, and 
we must accord praise to the County Hotel at Salisbury, 
where the hot supper overnight and the luncheon on the 
return journey were meals sei'ved quickly under conditions 
that invited appetite to those who were tired after the 
long journey. 

In the Salisbury Control. 

Up on the high downs between Andover and Salisbury 
a keen north wind cut straight across the open road and 
discovered the weak places in clothing equipment, and the 
c-oinpulsory stop at the cathedral town was welcomed by 
everyone. The first respectable hill on the outward journey 
— Ludlow Hill, three miles east of Shaftesbury — brought a 
number of men out of the saddle, many of the drivers of 
low-powered sidecars having to dismount and run alongside. 
Having to stop at Shaftesbury for petrol (Mr. Young, the 
local ironmonger, kindly turning out of bed to supply our 
wants), the narrow nrain street afforded "an opportunity for 
judging the nierit-s of various silencers, and whilst waiting 
there w-e were able to list«n to the grades of noise created 
by about seventy of the engines. Not more than half a 
dozen were quiet, as the word is understood amongst motor 
cyclists, a few others were less quiet, but by far the larger 
number_ were horribly and insistently noisy. One sidecar 
driver and the rider of a single-cjdinder solo maclune went 
through the. town with exhaust cut-outs wide open, and for 
the sake of the sport's good name we would have noted 
their numbers. This unpleasant duty wa« rendered impos- 
sible, because numbered armlets for the drivers were 
omitted from this year's regulations, and as the numbers 
ou the tanks were generally hidden by the respective 
driver's clothing, it was difficult to recognise anyone. . 

Occasionally, the noise of an approacliing engine could 
be heard more than a quarter of a mile away, and wlien 
entering the street the reverberations thrown backwards and 
forwards from the houses resembled the filing of a Gatling 
gun. After one or two machines had passed by, it was evident 
many of the inhabitants were . awakened ' from sleep, as 
windows were opened and heads thrust out. It is hue that 


The competitors are H. G. Dixon (New Hudson), J. A. Neumann (Triumpb), anJ 
Roy W. Wallier (New Hudson). 

M.C.C. Winter Pun to Fxeter ani ^na'k. 

Competitors approaching Chard alter descending the hill. 

one of the regulations of the contest stated, "Noisy driving 
will lead to dis'jualification." 

Flooded Roads. 

Those who competed last year were expecting trouble 
from flood \yater at Wilton. Fortunately, although the 
watercourse here was running bank high, the roadway was 
clear. However, the road which crosses the Blackmore Vale 
at Henstridge lived up to its reputation, two stretches, each 
about fifteen yards, being flooded to a depth of a few inches. 
Most of the drivers picked up the glint of the water early 
enough to avoid rushing through at high speed, and the 
one or two who had faulty lamps experienced little difficulty 
in reaching the other siile. 

The second outward control at Yeovil formed a delightful 
change from the dark country roads and poorly-lighted 
streets of the villages traversed from Salisbury, Moffat's 
depot in the main street being brilliantly lighted. The 
sensible men not only secured fuel for their machines, but 
also refreshed themselves with hot coffee at the Mermaid 
Hotel, for there were still forty-six miles to complete before 
Exeter and breakfast were reached. 

Chard Hill proved a Stern Test. 

The worst part of the journey was still to come, particu- 
larly for those who were not sure of the hill-climbing 
abilities of their mounts on strange gradients at night time. 
As hills go nowadays, Chard Hill is an ascent which 
the average motor cyclist would laugh at, if informed 
he would have to climb it in the course of an ordinary 
trip. After what we witnessed at Chard, we are beginning 
to wonder whether the modern motor bicycle is still a long 
way short of perfection, or whether the average driver does 
thoroughly understand his mount. 

We stayed on top of the hill for abrmt forty miiuite.<;. 
and certainly about threcf|uarter.s of those who passed 
during our stop cither ran beside their machines or had to 
lie ignominionsly as.sistcd. For this latter service, a party 
of local good Samaritans, who had come out on a car and 
motor cyiles from Martock to see the fun, saved many a 
weary rider from the hard work of pushing his machine 
to the summit. From the junction of roads at the top 
of the hill wo were able to observe the long string of 
lamps for nea,rly a couple of miles before they wore 
temporarily hidden by trie turn at (he foot, and it' was 
ainusing to notice the gradual decrease of engine noise as 
the eventual failur(« gradually iictcred out at the lower 
slope, to come finally to a standstill midway. When the 
ihrong wiis thickest, we reckoned eleven machines standing 
or being pushed up iijion one occasion, and tlit^ shouts (jf 

JANUARY 4th, 1912. 

"There's another!" from tlie small group of spectators 
were none too complimentary to the ears of the unfortunates. ■ 
When about half the competitors had passed, three sidecar 
machines came to rest almost simultaneously and nearly in 
a straight line at the same spot on the middle of the hill. 

A very few of the drivers who knew the neighbourhood 
considered discretion the better part of valour, and went 
round by an easier and nearly parallel narrower road 
which joins the main road at the top. Eli Clarke came 
. up the latter way, and dismounted at the top to inform 
us bis throttle lever had jammed and be coultj not obtain 
more than half gas. 

The dreaded Yarcombe Hill, eight miles this side of 
Honiton, had very few victims, perhaps accounted for 
because its length is its worst feature, the gradient nowhere 
exceeding 1 in 10. 

Arrival at Exeter. 

Up to 8.20 a.m. exactly 91 out of the original 100 starters 
had checked in at Exeter, 161 miles, and with daylight in 
front of them all the way to Bagshot — sixteen miles from 
London — the chances of jill these successfully surviving to 
the finish seemed extremely hopeful. Deacock possibly 
retired at Eweter, as we met him in when we were 
half-way back to Honiton. 

With a dropping wind the homeward journey was covered 
under very much more pleasurable conditions than the out- 
ward, and as the roads were very much drier, risk of side- 
slip was removed. The only really formidable hill, riding 
towards London, is that entering Shaftesbury, and here, 
at the last wide turn near the top, a small crowd of motor 
cyclists and autocarists had .assembled in the hope of many 
riders coming to grief. (Before reaching the foot of this hill 
we passed Hugh Gibson running up a short slope to relieve 
his sidecar machine from his weight ; we were surprised to 
find Gibson on the i-oute, because on arrival at Salisbury 
overnight he had reported trouble with the front wheel bear- 
ing, and that he intended to retire. He duly checked at 
Exeter, so was doubtless able to put the matter right.) The 
spectators at Shaftesbury were agreeably disappointed, 
nearly every man reaching the top without a dismount. The 
flood water at Henstridge had materially decreased in the 
intervening twelve hours, only a short patch of less than 
half a dozen yards having to be negotiated.' 

With the wind nearly astern, good speed was accomplished 
across the downs to Andover, but with a iiastj' involuntary 

Hearing Sherborne. H. G. Bell (4-cyl. F.N.), E. R. Dickson (Eat), W. Cooper 
(Bradbury), and H. Karslake (Rover). 

JANUARY 4th, igu. 

M.C.C. Winter Run to Exeter and Baok.--- 

clieeb when ruiiniiig down into that- town. There was not a 
sign o{ loose stones here on the preceding night, but the 
local autliorities had kindly selected tlie one day in winter 
when most, motor cyclists enter the district for carefully 
carpeting the. whole width of the road for fifty yards with 
sharp-edged road metal. In justice to the local surveyor 
we must stat« that a steam roller was working, but at least 
three-parts of the stone carpet had not been touched by the 
roller, with the consequence that all the drivers had to dis- 
mount and push their way across. 

A similar patch of stones was met on the downward ap- 
proach to Hartford Bridge, some miles nearer London, but in 
this case the steam roller was not given more work than could 
"be properly accomplished in the day, the whole patch of metal 
being finished off smoothly. 

The remainder of the journey was uneventful, save for the 
fearsome six miles of greasy mess, misnamed a road, from 
Sunningdale to Eghani, over which steering was so unstable 
that it was wonderful how the single-trackers managed to 
keep upright. At the finish a big crowd of enthusiast! had 
come down from town to welcome their friends, and here 
assistance from the police was welcomed by the staff of 
officials in order quickly to check the arriving competitors. 

We were rather interested to learn Alan Hill's experience 
with the.. dissolved acetylene gas cylinder which he carried 
upon his Rudge sidecar machine. He informed us that he had 
not suffered a moment's trouble, and that he much preferred 
this means ot illumination in comparison with a generator, 
inasmuch as the pressure was absolutely constant through- 
out, the flame never flickered, and he was sure the light was 
whiter on account of the absence of any impurity. 

Woodhouse reported considerable magneto trouble, W. IT. 
Basliall was annoyed by a broken lamp bracket, A. J. Stevens 
had to crawl over the last six miles owing to a faulty acetylene 
generator, and P. W. Pumphi'ey burst a tyre near the 
■finish, but managed to reach Hounslow to time. 

Perfect Organisation. 

There were no grumbles, wliicli sufficiently testifies to the 
care and completeness with which everv detail of organisation 
had been perfected by the lionorarj' officials of the club. Mr. 
R. H. Head was chief marshal ancl judge, Mr. F. T. Bidlake 
was timekeeper, and other willing helpers were Dr. 
C. Gibbons, Messrs. E. Gould. F. ,J. Jenkins, C. J. Seed, F. 
Albert, H. Chester-Fox, etc. 

Personal Notes. 

V. Olsson got water on the magneto at the floods near 
Sherborne, and in attempting to restart fell into a ditch 
with the machine on top of him. 

W. Cooper secured the honour of being first back at 
Hounslow, as he also to start, thus holding his 
position throughout the run 

At the finish Hemy declared he would not ride back (even 
to Basingstoke) for £25. 

The driving, generally, was a great improvement on last 
year. There was a good deal more give and take, and even 
the sidecar drivers had more consideration for the soloists. 

All four Ariel riders, F. C. North, G. Boswell, C. B. 
Duberly, and S. C. Ferryman, gained gold medals. 

,R. Croucher ran into a stray pony at Sherborne. His 
two-speed Kerry-Abingdon had given no trouble at all up 
to that point. 

H. G. Bell arrived at Exeter at 5.2 a.m.^ which repre- 
sents the earliest possible time under the rules. His 
average speed fi'om Salisbury was twenty miles an ho'ir. 
and his 1912 clutch model F.N. was geared 6 to 1. 

The official observer for silence awarded the honours to 
R. 0. Clark's four-cyliuder E.N. and sidecar and Frank 
Smith's Clyno and sidecar as the two quietest machines lo 
pass liim. 

List of Gold Medal Winners. 

J. A. Neiunann (3^ Tri 

W. Cooper (3^ Bradbury) 
W. H. Wells (7 Indian sc.) 
■ J. Woodhouse (3^ Grandex- 

L. A. Paddeley (7 Indian sc.) 
W. A. Sale (7 Indian) 
H. Karslake (3^ Rover) 
W. T. W. Wartnaby (3i 

W.D.) ^ 

P. H. Bentley (3^ Triumph) 
R. B. Clark "(21 Douglas) 
E. B. Dickson (8 Bat) 
W. H. Bashall (5-6 Enfield 

J. 'J'. Bashall (7 Bat sc.) 
\V. H. Egginton (6 Zenith 

so. ) 
V. Olsson (6 Trump-Jap) 

A. R. Abbott (3i Bradbury 

R. W. Walker (3^ New 

H. G. Dixon (3^ New 

W. Pratt (3^ P. and M.) 
tJ. Wray (5^ Bradbury sc.) 
H. Gitson' (3^ Bradburv) 
K. Foote (8 Bat) 
W. F. Guiver (3^ Eudge) 

B. A. Hill (3^ Rudge, sc.) 

C. Q. Roberts (3^ Rover) 
T. Chapman (3^ Arno) 
A. Dickinson (Sj Triumph) 
E. L. Jlather (5-6 F.N.) 
S. R. Cooke (3i Rudge sc.) 
V. Wilberforce (2J Douglas) 
H, Patteson (3^ Triumph) 
W. P. Tippett (3i Brook- 

J. Chater-Lea (8 Chaler- 
Lea sc.) 

R. Hoiloway (3^ Premier) 

A. P. Maurice (3^ Premier 

E. Clark (21 Dousjlas) 

E. J W. Hughes (8 Chater- 
Lea sc.) 

H. C. Mills (3L Premier) 

N. 0. S-^resby (3i Rudge) 

C. B. Duberiy (3^- Ariel) 

G. Boswell (3^- Ariel) 
The follow-ing finished, bul were disqualified for e.wccil- 
ing the time limit or finishing too soon. 

H. E. Hull (7 Indian sc.) ', G. W. England «8 Moruai' 

H. G. Bell (5-6 F.N.) Runabout) 

C. Patteson (6 Zenith sc.) | H. A. Thompson (SD.R.C 

J. Peachey (3^^ Premier) | sc.) 

The undermentioned started, but did not finish : 


P. W. Pumphrey {21 Arno) 
J. Stuart-White (3^ Eex) 
T. W. Tattersall (6-6 


E. B. Ware (8 Chater-Lca 

J. S. Holroyd (2^ Motosa- 

D. S. Baddeley (3i Phelon 
and Moore sc.) 

P. Bounds (8 Bounds Jiip 

S. C. Ferryman (3i Ariel) 
R. E. Guest (6 Mlilchless 

V Taylor (3^ Rudge) 

F. Smith (5-6 Clyno sc.) 
A. J. Stevens (5 A.J.S. sc.) 
C. W. Meredith (3^ Brad- 
bury sc.) 

W. C. Hemy (3^- Service) 
P. W. Mofi'at (2-1 Douglas) 

E. Kickham (2§ Douglas) 

G. N Higgs (5-6 A.C. 

F. J Watson (3^ Swift) 

G. L. Fletcher (21 Douglas) 
N. C. Dear (23 Douglas) 
R. 0. Clark (5-6 F.N.) 

R. G. Mundy (2 Alcyon) 

F. L. Goodacre (3^ A.S.L.) 
S. B. White (4 Service) 
R. Lord (6 Rex Sidette) 

G. Griffith (3l Rover) 
J. Baker (3^- 'Rover) ., 
H.~ S. Morgan (8 Morgan 

H. A Cooper (Bradbury) 
E. G. Whelon (3^ Zeiiith) 

E. Babington (8 Bat)- 

A. T. Tampljn (6 Match- 
less sc.) 

P. G. E. James (8 Chater- 
Lea sc.) 

H. C. Griffin (8 Bat- 
B(jwden sc.) 

F. C. North (7-'^ Arid) 
H. Johnson (3i T.T. 


Arrival back at Hounslow on Wednesday evening, Mr. R. H. Head ion right) 
checking tlie competitors. 

\\'. H. Elce (3i Rudge sc.) 
J. Robertson-Brown (4^ 

Ivy-Precision sc.) 
C. F. Halsall (5-6 Clyno 

sc.) ■ 

H. R. D. Simpson (4 

F. B. Webber (8 Morgan 

R. Ellis (4i Calthorpe sc.) 

S. Browne (3^ James si.) 
L. B. Feenv (4 Moto-Rev 

F. I'homas (7 G.O.K. sc.) 
A. \'.'Deaco€k (6 N.L.(4. sc' 
R. Croucher {3^ Kerry 

Abingdon sc. ) 
A. Sproston (3^ Rudge sc' 
A. Mabon (3| Rudge sc."! 
F. Bealev (5 Matchless) 



JAtiVARY 4th, igi2. 

M.C.C. Winter Run to Exeter and Back. — 

tl. B. Kar.-latve's fcxperiences. 

A most uneventful ride I I got away from Hounslow 
with tiie W.D. just in front and ail went well until we got 
to iSalisBury, wnere I tooK a bit out of tlie belt. Then on 
to neai' ilovant, where a car and sidecar were having a but- 
ting competition halfway up a hill. I don't know which 
won, as I did not stop. After this I was sailing along 
merrily near Shaftesbury wnen Olsson's cheery voice rang 
out of the darkness, "Got a burner?" I had not a spare, 
so could not help him. At Yeo/il two local motor cyclists 
evinced great interest in my machine, and said the belt 
shield "looked like a piece of Dreadnought work"; they 
did not know that I was the erstwhile driver thereof I 

Approaching Chard 1 could sc lights on the hill on the 
other side of the valley, so a;ter passing the town I gave 
my Rover an extra cliarge of oil, and with the aid of _ the 
change-speed we roared up on half throttle, the spectators 
giving a cheer as we passed. Then came Yarcombe Hill 
with its S twisi halfway up, taken on bottom gear to the 
tune of a machine conking out behind. On to Exeter for 
breakfast and daylight. 

The subsequent restart had to be made, and out we rode 
into the rain, gloom, and black slime: Nearing Sherborne 
we struck a flooded road, and I nearly drowned a photo- 
grapher who was trying to snap me from a car by going 
through the water all out. I hope he got a picture ! 

At Salisbury I shortened the belt again and re-inflated 
the back tyre, and we left for home. Nearing Andover I 
luul my only involuntary stop caused by the belt fastener 
breaking. At Basingstoke we found the IM.C.C. hon. sec. 
officiating at a secret check. At Hartley Eow I lit up, 
and from there rode to Hounslow .at a steady pace, the 
surface being vile and atmosphere foggy. Every man who 
lia"; won a medal thoroughly deserves it. 

How the Brothers Bashall farrd. 

It was poui'ing with rain when we left home about 
three o'clock, but as we both hacj oilskins which my father 
obtained from the Falmouth pilots we kept dry. 1 rode a 
new 5-6 h.p. Eoyal Enfield with a friend in the sidecar. 

Unfortunately, on pushing my machine into the garage at 
Hounslow the "silencer hit on the cobbles, and on the way 
to Chard the baffle tubes dropped out, so 1 was obliged to 
ride without a silencer. Half-way up Yarcombe Hill I 
overtook my two brothers on the 8 h.p. Bat and sidecar. 
They bad taken the corner about 40 m.p.h. and simply tore 
ofl: the back cover, tube and all. The Bat is the same side- 
car that holds the hour record, and was the only single- 
geared twin machine with sidecar to get through. Some 
cheerful friend had told my brother he would want seven 
belts at least, but he had on the same Lyso belt he used 
in the hour record, and it took him through splendidly. The 
way we both bounded up the hills was really fine, and we 
reached the turning jxiint together punctually. 

On the return run it was very difficult to keep down to 
schedule time. The Bat ana En!ieli sidecars ran splendidly. 
It was a happy idea, of the Hutchinson Tyre Co. to have a 
stock of waders at the start. 

Harry Bash.\ll. 

A Lady Passenger's Impressions. 

In spite of bad luck and awful weather most of the time, 1 
would not have missed the run for a good deal. What struck 
me most of all was the earnestiess and enthusiasm shown by 
the riders and their friends. Tliere was nothing particularly 
noteworthy at the start — just a little excitement when some 
petrol on one of the cars caught fire, but the flames were soon 
extingiiislied. _ We started to time, my husband driving a 7 
h.p. Indian with jMills-Fulford sidecar. A friend had lent us 
a sheep's skin sleigh-bag, and I was perfectly warm all night. 
The engine ran very well, and took all the hills splendidly, 
and all went "merry as a marriage bell" till Salisbury. 

The scene in the hotel yard was very interesting to one who 
had never witnessed such before. One scrap of conversation 
amused me. It was a question of tyres, and a novel meal was 
being prepared for the manager of a famous tyre company. 
He had piomised to eat a certain tyre it it punctured, and tlie 
rider of the machine to which it was fitted declared " he will 
jolly well have to, and it will be fun to see him do it." I do 
hope if it were anytliing like our tyre he was allowed to 
wash it first. 

After leaving Salisbury half-way up a steep hill something 
suddenly went wrong, and the next moment we and all our 
goods and chattels were reposing on the side of the road. 
Happily neither of us was hurt, and my husband set to work, 
and in course of time — a good long time — we were ready to 
start again. 

Later on our chain decided to leave the sprocket again, and 
we had to set to work in the dark to replace it. Nothing 
more eventful than scaring a few venturesome young rabbits 
happened from ttiis time till we reached Exeter, and dawn 
was never welcomed more eagerly. Exeter was reac'.iad two 
hours late. However, we had a wash and some breakfast, 
and were off again as soon as possible. The run back was 
happily much less eventful, and we had only one or two 
minor troubles. 

We reached Salisbury in very fair time, had a rest and 
dinner and off once more. As far as Basingstoke the run 
was most enjoyable, and here we tasted the joy of being 
early arrivals. From here until a good way past Bagshot 
everything went well, and we were quite hoping to get 
back in good time. 

But the " best laid plans of mice and men " have to give 
way before a gashed tyre, and so we will draw a veil over . 
the rest of the stor>. After signing in at the Bulstrode 
Hotel, two very wet bedraggled people did eventually arrive 
home and were welcomed by three small persons (who ought 
to have been in bed) just as joyfully as if all the honours 
had been showered on us. A.M.H. 


(I J The scono at Salisbury. (2) At Yeovil on the return Journey. The event created grejt Interest all along the route. 

JANUARY 4h, igi2. 




THE Birmingliam Motor Cycle Club's run to York 
and back took place under extremely adverse con- 
ditions, the fog and greasy state of the roads 
rendering it a matter of some difficulty to average 
the schedule speed ol.esactly 20 m.p.h. This accounts for 
the fact that only six competitors finished before midnight. 
The route was via Sutton Coldfield, Taraworth, Ashby, 
Nottingham (check), itansfield, Worksop, Doncaster, Ferry- 
bridge, Tadcast«r, and York, returning to Birmingham by 
the same route. 

At York the weather was foggy and the roads and tram- 
lines unpleasantly wet. However, Baxter (6 h.p. Rex) 
arrived punctually, followed by South, whose Rudge- 
Canoelet combination looked beautifully cosy and was much 
admired by local motor cyclists. These two were closely 
followed by Rowlandson (Rudge), Ball (Triumph), Young 
(Kerry), Blackwell (6 h.p. Zenith), Busby (2J h.p. Hum- 
ber), "McNab (Trump-Jap), Clarke (Corah), Duke (Zenith), 
Bell (New Hudson), and Pollock (James). Tom Peck 
(Radge) arrived twenty-five minutes later and reported tyre 
trouble. Mansell (Singer), Evans (Humber), Warton and 
Norton (Norton) failed to put in an appearance. The last- 
named veteran was reported to be hung up with valve 
trouble fifty miles back, much to the disappointment of the 
local enthusiasts, as his performances at Sutton Bank in 
past years have made him 
well known throughout 
1 he North. 

There appears to have 
been a slight hitch 
somewhere about . the 
luncheon arrangemeiits, 
for the competitors 
hurried through their 
meal . and were ready to 
start in an hour, only to 
find that . they would iiot 
be allowed to start until 
they had speiit an hour 
and a half in the city. 

However, a start was 
made at the appointed 
time, and all got away 
promptly and well, 
though G. Bell had 
to start the return jour- 
ney with a leaky rear tyre. 

Some of the competitors did not finish until the early 
hours of the morning, one reporting himself at 3.30 a.m. 
Never has such a severe winter trial been held in the 
Midlands, and the competitors generally agreed that an 
average of 20 m.p.h. over such difficult roads, coupled witli 
so much riding in darkness, rendered more severe by the 
fog, was leather too much to expect. There were several 
3^ h.p. sidecars' in the trial, including G. H. Mansell's 
Singer, J. L. Norton's Norton, and W. D. South's Rudge. 

Below we give the finishing order of the six competitors 
who reached Birmingham before midnight : 

S. A. Rowlandson (3^ Rudge) 
R. W. Duke (3^ Zenith) 
W. G. Blackwell (6 Zenith) 

V. Busbv (2-J Humber) 
F. A. McNab (3^ Trump- 
W. Baxter (6 Rex sc.) 

Official Results. 

The official results place the first three as follows : 

1. F. A. McNab (3-^ h.p. Trump-Jap), total time error 
Im. 45s., gold medal. 

2. V. Busby (2f h.p. twin Humber), total time error 
4Jm., silver medal. 

3. E. F. Baxter (5-6 h.p. twin Rex and sidecar), total 
error 19m. 

The above awards are made as special recognition of the 

competitors' perform- 
ances under adverse 
conditions, .though 
actually not one com- 
petitor is entitled to 
a gold medal, as 
the rules did not per- 
mit of more than one 
minute error at a con- 
trol. McNab arrived 
.at all controls dead ,on 
time, except Notting- 
ham. Pollock, Peck. 
Clarke, Ball, and Young 
.checked at Nottingham 
on the homeward jour- 
ney, but did not reach 
the Birmingham check 
up to 11 p.m. P. J. 
Evans (Humber) retired 
between Doncaster and 

(1) Signing the checlsing sheet outside the Windmill Hotel. 
(2 and 3) Leaving the Station Hotel, York, on the homeward journey. Left to right : S. A. Rowlandson (Rudge), V. Busby (Humbsrl 
A. Young (Kerty-Abingdon), G. Bell (New Hudson), T. Pollock (James), and K. Clark (Corah). ' 

W. Q. BlackweU (Zenith), 





Jan. 4th 
„ 6th 
,, 8th 
„ 11th 



5.9 p.m. 
5.3 p.m. 
55 p.m. 

5.10 p.m. 


A happy and prosperous New Year to 
all our readers ! 

Our Record, 

This is the tenth year of publication 
of 2'Ae Motor Cycle. It starts the New- 
Year in the most healthy state ,0f its ^ 
existence, for it never had more readers 
than at present.. 

English-French Trial. 

An English-French trial is suggested 
for the Easter holidays. W. Cooper is 
corresponding with a member of the 
Auto Cycle Club de France on the 

Two New Competitions. 

The Birmingham M.C.C. is to hold an 
open reliability trial to Perth and ba-ck 
at Easter, starting on Easter Saturday, 
resting on Sunday, and returning Easter 
Monday. A hill-climb will be held at 
Shap Fell on the outward journey. 
Another innovation is an open competition 
on May 18th, for passeneer machines only, 
the maximum cost of which will probably 
be limited to £120 or less. It certainly 
should be much less in our opinion. 

The Auto Cycle Club de France. 

The above French organisation has 
decided on the following dates for its 
1912 events, briefly referred to in our 
last issue. The mile and kilometre 
speed trials with flying starts will take 
place in March, the 300 kilometres (185 
miles) race over a closed circuit the 
second \v«ek in April, and the Tour de 
France reliability trial will occupy the 
last two weeks of August. In all the 
above will be arranged classes as follows : 
Motor bicycles — Class I., under 225 c.c. ; 
Class II., under 350 c.c; Class III., 
under 500 c.c. Passenger motor cycles — 
Class I., single cylinders under 500 c.c. ; 
Class II., two cylinders under 750 c.c. 
Quadcars and runabouts — Class I., single 
cylinders under 750 c.c. ; Class II., two 
cylinders under 1,000 c.c. ; Class III., 
four cylinders unde)' 1,250 c.c. Motor 
bicycles must weigh not less than 40 
kilogrammes (88 lbs,), and in the pas- 
senger classes the combined weight of 
passengers carried must not be less than 
150 kilogrammes (23^ stones). 

The Tour de France. 

^ The route comprised by the Tour de 
France passes through the following 
towns, with Paris as the starting and 
finishing point. Starting northwards, the 
principal places passed are Lille, Bou- 
logne, iJiepne, Havre, Rouen, Trouville, 
St. Malo, Nantes, liordeaiix, Clermont- 
Ferrand, St. Ktieniie, l/yons, Miicoji, and 
Dijon, The total distance is about 1,860 

JANUARY 4th, 1912. 





IN ALL DISTRICTS (Described and 

Invitation Trial in Yorkshire. 

The Ilkley M.C.C. is in communica- 
tion with a number -at Yorkshire clubs 
regarding an invitation reliability trial 
on January 20th and 21st. It is pro- 
posed to start at 5 p.m. from Ilkley, 
and journey via Slcipton, Buckham 
Brow, Kendal, over Shap Fells, to 
Penrith, then via Hartside to Alston, 
the highest market town in Yorkshire, 
where the night will be spent. The 
homeward run is through Middleton-in- 
Teesdale, Barnard Castle, Brough, 
Kirkby Stephen, Hawes, up Kidstones 
Pass, and back to Ilkley. Should 
sufficient guarantees be received (twenty 
are required), the trial will be held, if 
the weather should be severe, competi- 
tors are in for a very rough time as the 
course chosen is severe at the best of times. 

The French Winter Hill-climb. 

There seems to be some misunder- 
standing as to who won the unlimited 
class in the above hill-climb, which is 
easily explained when we mention that 
seven different journals gave A. J. 
Moorhouse (Indian) as the winner. The 
Motor Cycle report, crediting ,W. H. 
Bashall (Matchless) .. with fastest time 
in the unlimited class, viz.; 28s., was quite 
correct, Moorhouse making second fastest 
time of the day in this class, and win- 
ning the amateur event. 

Open Reliability Trial. 

The first of a series of four 100 miles 
open reliability and sporting trials, 
organised by the Herts County A.C., 
will bfe held on Saturday, January 20th, 
starting from the Chequers Hotel, 
Uxbridge, at 10 a.m. The route is : 
Uxbridge, Denham Avenue, Rickmans- 
worth, Watford, St. Albans, Harpen- 
den, Luton, Sharpenhoe. Dunstable, 
Ivinghoe, Tring, Aston- Clinton, Wend- 
over, Princes Risborough, Missenden, 
Amersham, Rickmansworth, and Ux 
bridge. Competitors failing to nego- 
tiate certain observed hills and corners 
en route will be penalised one mark per 


Group or compftllors at the Yeovil control. 

J4NUARY 4^h, igi2. 

The Season's Greetings. 

We desire to return thanks to those 
readers who kindly sent Christmas and 
New Year cards to the- editor and staii. 
Quite a large nuniljer reached as from ap- 
preciatiTe readers. 

English- Dutch -Reliability Trial. 

On going to press, the entry of W. F. 
Newsome (3^ h.p. Triumph) reaches uf 
for the British trade team in the above 
contest. British entrants now total 
twenty. See page 4. 

The New Brough Runabout. 

The Brough runabout, described in 
our' last issue, and which was entered 
for the London-Exeter run, was not com- 
pleted until Christmas Day, so that it 
was deemed advisable not to start in the 
trial. In future all the sociable type 
velricles will have a three-speed gear and 
silent chain drive. _ 

A 5 h.p. Lady's Mount. 

iliss Muriel Hind vi'ites us to the 
effect that she has decided to order one of 
the new 6 h.p. Rex twins with side by 
side valves for -1912. It is to have a 
special frame built foe her which will 
be very low. Miss Hind tells us that 
.=;he will keep her old 5 h.p. (The Blue 
Devil) for ordinarv use. the new mount ^ 
. being intended for hilTclirabiiig com- 
oetitions only. 

M.C.C. Annual General Meeting. 

The annual general meeting of the 
Motor Cycling Club will be held at the 
Inns of Coiu't Hotel, Lincoln's Inn 
Fields, W.C, on Wednesday, the 10th 
inst., at 6.30 p.m. The receipts and pay- 
ments account for the year ended Nov- 
ember 30th, 1911, shows the folloM'ing 
items : Receipts, competition fees, £389 
4s. ; i'eceipts, current subscriptions, £328 
14s. The chief payments are for medals 
and prizes. £310 2s. 3d. ; competition 
expenses, £212 4s. 2d. The cash at 
bank amounts to £232 17s. lid. 

F. A. McNab (3^- h.p. Trump-Jap), winner of the 
Birmingham Club's Open TwelveHours' Trial, which 
proved a most severe lest owing to bad roads and 
fog. Snapped at York. (See page 11.) 

[MmmE ^EKTS 

Jan. 20, — Herts. County M.C.C Open 
2o. — ..^.C.U. Annual Dinner, 
Mar, 2. — .Auto Cvcle Union Open One 
D.iy Trial, - 
„ 2?,— B.M.CRX, Race Meeting, 
„ 30,— Derby and District M,C COpen 
.■\pl, i-8.— N.W, London and Herts. 
Countv M.CC, Joint Trial 
and Opc-n Hill-climb (Yorks.) 
and Ladies' Competition, 
S-— Westmorland M.C.C. Open 
- HiU-climb at Shap FeU. 
13-— Oxford RC-C. Open Hill-climb 

Another Passenger Trial. 

Mr.^ C. C. Cooke tells us that the Herts 
County A.C. motor cycle and car sections 
are combining forces to hold a big open 
event for all types of passenger machines 
this vear. 


A Comprehensive Issue. 

this issue contains exclusive descriptions, 
with illustrations, of all the winter reli- 
ability trials. North, South, East, and 
\^ est, including several important trials 
not dealt with in any other journal. 


Tliii Bici/rling World and Molar Cyclf 
Scvkw (America) published on the 9th and 
16th ults. four whole pages of sketches 
lifted bodily from this journal. In some 
instances the illustrations bear our 
artist's initials, ^but" tibt' the slightest 
acknowledgmerit is. made. "We can only 
say that it must be a welcome change 
for the readers of the American jjaper 
referred to, to see a selection of really 
first-class practical sketches in a native 
journal, and doubtless the Yankee editor 
recognises this fact. 

C. R. Collier may go to America. 

W'e understand that C. R. Clollier is 
very likely going to Los Angeles, Cali- 
fornia, to race against Jake de Rosier 
in a series of matches. We questioned 
jMr. Collier, sen., about this report on 
Monday last, but he was unabje to state 
definitely that his son would go. Pro- 
bably the truth of the matter is that 
Collier is anxious enough to go, but 
before starting he is desirous of making 
sure that the financial arrangements on 
the side of the challengers are satis- 

The Number of Motor Cycles in France. 

Fiom recent returns, the nunil-ier of 
motor cycles in use in France is 27,057 
(twenty-seven thousand and tifty-^iven). 
These figures, in addition to being small 
in comparison with our own, are meagre 
for a country the size of France. If tlie 
pastime were anything like a,s popular as 
It is in Great Britain the numltter should 
be at least six times twenty-seven 
thousand. There is, however, every pro- 
bability of this number being I'aigely 
increased in the near future, ' 


£eer.e at the start — Hazel Grove — of the fifty miles non-stop run held recently over a hilly course in Derbyshire by the Stockport M.CC, F, Six^mitJ (3c3f? 
won the orizc lor solo machines, while the sidecar prize was tied for by D, Thomas (7 h,p, twin J.A.P,) and J, Norman (5 h,p, twin Rex), 

JANUARY 4th, 1912. 

Carlyle (Chelsea) C.C. (Motor Cycle Section). 

The annual fancy dress ball will be held at Fulham Town 
Hall on the 18th inst. 

Finsbury Park C.C. 

Tlie annual general meeting will take place at headquarters 
on the 10th inst. at 7.30 p.m. Suggestions for the 1912 
season will be welcomed. 

Wath and District M.C.C. 

A meeting inaugurating this club was held at the Eed 
Lion Hotel, Wath, on the 28th ult. Mr. W. W. Evers was 
elected secretary. The next meeting will take place on 
Thursday, the 11th inst. 

Newcastle and District M.C. - 

The members held a supper at the clubhouse, 3, Saville 
Place, Newcastle-on-Tyne; on Thursday evening, and 
advantage was taken of the occasion to make a presentation 
to Mr. Ernest Hawkins, who is retiring from the position 
of hon. sec. Mr. Crosier afterwards read an inttTestnig 
paper upon the recent Olympia Show. Dealing with the 
advances made in the construction of motor cycles during 
the past year, he referred particularly to the improvement 
made in change-speed gears. 

Preston and Distript M.C.C. 

The annual meeting of the Lancashire Motor Cycle Cliib 
WHS held at the Bull and Royal Hotel on Thursday, 
December 21st. There was a good attendance. After some 
discussion it was resolved to alter the name of the club 
to the Preston and District Motor Cycle Club, and to 
restrict the membership to persons residing within a twelve- 
mile radius. The subscription was reduced to 5s. by way 
of experiment and with a view to increasing the member- 
ship. The annual dinner will be held at the headquarters 
on Thursday, January 25th, and will be followed by a 
cinematograph exhibition and smoking concert. 

Dublin and District M.C.C. 

The winter trial, which it had been intended to run to 
Waterford and back, was altered to a century run in Co.. 
Wicklow. The weather was bad and the roads truly avfful ; 
six only of the fourteen entrants started, viz., W. P. 
Kennedy (5-6 F.N.), C. B. Franklin (7 Indian), P. Dunkley 
(3i Triumph), J. Healy {3i Kudge), P. J. Brady (3i Rudge), 
and R. Walshe (3i Rudge). The course was via Wicklow, 
Ashford, Ballymacrae Hill, Glendalough, Aughrim, Rath- 
drum, and back to Dublin. Franklin and Dunkley were the 
only men to- make clean ascents of Ballymacrae Hill, and 
the first-named and Healy were the only ones to complete 
the 100 miles without loss of marks. The first award, a 
gold medal, goes to Franklin. To-night the members will 
meet at the Dolphin Hotel for an informal dinner at which 
a presentation will be madj to the hon. sec, Mr. F. J. 

Blackpool and Fylde M.C.C. 

The double non slop run to Kendal was a great 
in spite of bad weather and roads. Result : 1. R. G. Parker 
(23 Douglas); 2, T. M. .Tones (5 Indian); 3, J. Howarth 
(6 Chater Lea and sidecar) ; 4. T. Bale (8 Matchless and 
sidecar) ; 5, S. 0. Taylor (3^^ Bradbury) ; 6, G. F. White (3^- 
Bradbury) ; 7, T Wildman (2i Enfield). All these made non- 
stop rans both ways. The following stopped one way only : 
F. Naylor (5 Indian), J. R. Cros,sley (6 Bex .Jap). A. V. 
Catterall (3^ Triumph), R. W. Robinson (3i Bradbury and 
sidecar), C. C. Hnmber (25 Douglas), W. J. Hazleton (_3i 
Bradbury and sidecar), and A. Bond (3i G.B.). Also ran : T. 
B. Sharpies (7 .lap and sidecar), H. Bailey (3i Triumph), C. 
Careless (7 Indian and sidecar), and W. T. Chadwick (8 MaU'h- 
leas aid sidecar). The route was ■wj'il Poidton, Oarstang, 
Lancaster, and Milnthorpe. Mr. Bennct, of the Bosch 
.Magneto Co., will lecture at the Victoria Caf^ on the 8th 
inst., at 8 o'clock. All motor cyclists are invited. A 
reliabilitv will take place on t)ie 27th inst. ■yid Caton, 
Settle, Clitheroo, and Preston, distance 120 miles. 

Bristol M.C.C. 

Mr. Henri Meyer wiU give a lantern lecture on Tuesday 
next entitled, " Motor Cycling in Alpine Regions frohi the 
Mechanical and Tourist Point of View." 

Birmingham M.C.C. 

At last the long drawn out atituma reliability trials have 
been brought to a conclusion. R. W. Duke (3-^- h.p. Zenith) is 
the ultimate winner, R. H. Edwards (3^ h.p. Triumph) 

Sutton Coldfield A.C. 

The club has made application to the A. CD. for a permit 
to hold an open reliability trial on the third Saturday in 
February. The trial is for the Colmore cup and gold medal, 
and will be under rules similar to last year's event. 

Coventry and Warwickshire M.C. 

The Yuletide run last Saturday proved a big success, 
nearly sixty members and friends on motor cycles and cars 
taking part. Forty-five sat down to dinner at the Dun Cow 
Hotel, Dunchurch, after which an excellent musical pro- 
gramme was gone through, the members arriving home about 
9 p.m. after a memorable run through the foggy night. 

The eighth annual dinner and prize distribution is to 
take place on Friday, February 2nd, at- the Masonic Hall, 
Coventry. Tickets, 5s. each, may be obtained of the hon. 
secretary, Mr. G. Smith, 19, Hertford Street, Coventry. 

Sheffield and Hallamshire M.C.C. 

The above club held its second annual Vfinter run on Boxing 
Day, Tuesday, December 26th. On the outward journey 
Stacey (Quadrant) was soon in trouble with a broken belt, as 
was also Raynes (A.J.S.) with a broken chain. Through 
Askern, Bellamy (Zenith) and Flint CN'ortoii) got off the route, 
and were, consequently, late at the next control. 

On the homeward journey Raynes (A.J.S.) was held up for 
an hour on the Wolds with a badly cut tyre. As the leaders 
neared home, however, the rain commenced, and then the 
weak points of machines became apparent. There was general 
complaint of magneto troubles, owing to insufficient protection 
from the mud. Apparently, those using leather belts were 
free from belt slip in the rain. Bradbury (Norton and sidecar) 
broke his leather belt twenty miles from home, the delay 
causing his only loss of marks. » 

However, all the competitors arrived home approximately 
to time except Vale (Griffon), who suffered a multitude of 
troubles, and Raynes (A.J.S.), who stayed behind to help him. 

Sta«ey (Quadrant) was an hour late, and reported continuous 
belt trouble. The results, subject to confirmation, are : 
SiDKCAR Class. 
Rider and machine. Marks lost. 

1. A. T. 'Smith (6 h.p. Zenith) 1 

2. F Roper (5 h.p. Indian) 6 

3. D. Bradbury {^ h.p. Norton) 9 

Silver medals for finishing within thirty minutes of scliedule 

time : R. Blackbourne (6 h.p. Zenith and sidecar) and II. Short 
(8 Chater-Lea and sidecar). 

Solo Cl.vss. 
In this class two i-iders lost no marks. With tliis contin- 
gency in view a secret check had been taken. Results : 

Rider and machine. Marks lost. 

1. E. Cross (3i h.p. Triumph) 

2. H. V. Swift [21 h.p. Douglas) ... -... 
(but had greater error at secret check) 

3. C. Bellamy (3i h.p. Zenith) 



Qualified for silver medals: N. Newton and T. Durant. 
The following also competed : 

J. Vale (2J Oi'ill'on) 

J. A. Stacey (4i Quadrant sc.) 

H. Lambert (6 Zenith sc.) 

.1. lla.slam (25 Douglas) 

V. Fnlford (2i Levis) 

R. Flint (3i Norton) 

S. Raynes (2i A.J.S.) | 

Note to Club Secretaries. 

We are asked to statu that Mr. A. E. Bennett, of the 
Bosch Magneto Co., has one or two vacant dates for lectures 
during the next month. 

JANUARY 4th, 1912. 


^y '^Ja^cett 


y^M3 BACK Oli 


THE perusal of " The High Roads of the Alps," 
by C. L. Freeston, F.R.G.S., and also my 
keenness to go to Austria and see the Stelvio 
Pass, gave me the idea that my next holiday must be 
on my motor bicycle. Something over two thousand 
miles must be covered, and the \-exed question of 
whether I should buy a two-speeder troubled me for 
some time, but in the end I bought a 3J-2 h.p. touring 
model Matchless, single speed. 

My next worry was, could I get someone to join 
me ? and after two disappointments, I was successful in 
inducing W. E. Grange, who had ridden through the 
1911 Junior T.T., to go, and with his 3 J/3 h.p. Brad- 
bury cut down to 499 c.c. he decided practically to 
alter nothing but go with it as it was, with long exhaust 
pipe and all. 

Our Machines Described. 

Perhaps I had better give here some particulars of 
the machines. Grange kept his capacity at 499 c.c, 
retained his studded Dunlops, carried a spare outer 
co\-er and sundry tubes, a Lyso lin. belt and spares, 
and had semi-T.T. handle-bars, two sets of footrests, 
B. and B. carburetter. His method of carrying lug- 
gage was as novel as it was satisfactory, consisting of 
a wicker pillion passenger seat on the carrier, with 
three leather and canvas bags with plenty of spares 
and clothing, and a tremendous strap to keep them 
in position. My machine was the ordinarv standard 
.Sj-2 h.p. 1911 Matchless with pedalling gear, B and 
B. carburetter, Jgin. Lyso belt and two spare.s, 2%m. 
Palmer cord studded tyres and no spares, and one 
extra inner tube ; whilst I had a box made for the 
carrier to hold the belts, tube, spares, a quart of 
Price's "A," camera, and odds and ends. At the 
side I had strapped a small suit case, resting on a 
small platform and covered with waterproof cloth, 
holding a spare pair of trousers, socks, shaving tackle, 
brushes, and underclothing, etc. Neither of us carried 
lamps, as we did not think it necessary. 

We were already members of the C.T.C., and 
obtained "customs permits for France, Italy, and 
Switzerland free, but for Austria there were special 
tickets, for which duty amounting to £,2i i°s. each 
had to be paid, to be returned on producing our 
papers duly cancelled. The C.T.C. Continental Hand- 
book, from which could be ascertained the size of any 
town, also the hotels, charges, etc., was also taken, 
together with a map of France and part of the adjoin- 
ing countries, the scale being sixteen miles to the inch, 
also Brunn's map of the Tyrol. 

Monday, July loth, about seven o'clock. Grange 
called and told me he had packed everything whilst 
the machine was^on the stand, and on pushing it off 

preparatory to starting he had such a weight on that 
the whole affair pulled him over and fell with a crash 
on the ground, breaking his stand. This was quite a 
warning to him, and the question was, how were we 
to start? I li\e in the middle of a long hill, and we 
thought it too much to attempt to start in the middle, 
'SO we went to the bottom. The weather was warm 
and fine, and we made straight for Wetherbv, about 
nine miles distant. The weight on the Bradbury was 
awful, and Grange said the steering was queer, especi- 
ally at corners, whilst I could hardly say I was at home. 
Every pot hole seemed as if it would smash the carrier 
to bits. 

Easy Journey to the South Coast. 

The Great North Road possessed but little interest 
to us, Newark being our stopping-place for food. 
Grange also took the opportunity here to send a tele- 
gram to Messrs. Bradbury for a new stand, and also 
a new cam wheel. It seems that the day before he 
had been screwing the nut on the spindle, and he had 


pNDON. N.W. 

g fur 

oh. 1911 

Meoibership No. 

No. du membre 


NuRiero del socio 


Norn et pr^nom 

Vor-und Zuname 

Nome e pcenami 





Kind of Machine 

Genre du V^locipMe 

Art des Fahrrades 

Genete del yelocipede 

Name of Make 

Maique deFabriquc ' 


Marcadi Fabbrica 

No, on Frame or Hubs 

No. de Fabriquc 


Numcro di Fabbrica 


The C.T.C. customs ticket, which successfully passed the tourists through 
France, Italy, and Switzerland. 

given it such a wrench that he had pulled the nut end 
off, and had only just hammered the end o\ex. The 
wonder is that the wheel, which, by the by, drives 
the magneto, had stuck on at all. This done, we set 
off, and arrived without incident at Edmonton, just on 
the outskirts of London, having covered what was 
eventually to prove our biggest day's distance, viz., 
212 miles. 

Next morning, Tuesday, I visited the works of 
Messrs. Prestwich, and they very kindly ground in mv 
valves and cleaned the cylinder and piston. I may 
say that I had done nothing in the wav of preparing 
my engine, as we went off almost immediately after 
our return home from seeing the T.T. races. 


JANUARY 4h, 1012. 

To the Tyrol and Back on Motor Cycles.— 

In the afternoon \ve crossed the Thames by ferry, 
and had a good xnn via Maidstone, o\er tarred roads 
nearly the whole of the way to Folkestone, the day's 
distance being eighty-one miles. 

Wednesda\ was anotlier sunnv dav, and after wheel- 
ing our bicycles to the landing stage we went to book 
our passage to Boulogne, the fare being 7s. 5d. each- 
and los. each machine, single journey. This 1 con- 
sider out of all reason for such a short journe\, about 
1 34 hours, and it is no wonder that so many people 
try to swim the Channel ! Howe-\er. I decided not to 
come back the same way, even if I had to return rid 

Boulogne was reached about :!.45, and we went 
straight to the Customs House to present our C.T.C. 
tickets, here the officer made out a permit for 6d. each, 
the whole proceeding only occupying a few minutes, 

and we were then free to roam 

wherever we wished. Getting 
petrol was our next difficulty. 
There were some cases of it on the 
dock side, but the owner could 
not be found, so, enlisting 
the services of one of the usual 

W. N. Fawcett, the writer of the accompanying article, astride his 
3i h.p. Matchless-Jap. 

crowd, we sent him to the town for two cans. 
Whilst waiting, w^e made enquiries at the offices of 
the Piennett Line, and got particulars of sailings from 
Boulogne to Hull and Goole. Eventually the petrol 
lurned up. with the usual tale of how hard it had been 
lo procure, and, our tanks being empty, we were able 
to take a tin each. Perhajis I had better mention 
that, as a rule, petrol is sold abroad in 5 litre tins. 
This cost five francs for the two, and works out at 
■ibout 2S. a gallon. 

Off from Boulogne. 

.^Vt last we set off, and in Boulogne itsell tm-iied to 
the right and struck an atrocious road, a bad example 
t)f bumpy sets or pave, which unpleasantly reminded 
lis again of our weight beliind. .'\t Insl we struck a 

better road, and as we had received a good shaking 
up, called a halt. Knowing that petrol w-as going to 
be rather an expcnsi\-e item, we brought out our cases 
of spare B. and B. jets, but 1 found that I had my 
smallest jet already in, so 1 hanmiered it still smaller. 
Continuing, we passed through Samer and reached 
INIontreuil, where we turned to the I.eft and again struck 
an awd'ul road — ^it w"as more of a nightmare; we could 
see for miles straight ahead, no hedges, no corners, 
hut tall trees, similar to poplars, bordered each side 
of the road, which was itself composed of large 
r(junded sets with several missing ; sometimes there 
was a track on the side about a foot Hvide, but it was 
unpleasantly near the trees and often intersected by 
a deep gulley. We scarcely ever did more than twelt>e 
miles an hour, and eventually arrived, after passing 
Hesdin and St. Pol, at Arras, where we decided to 
spend the night at the Hotel de TUnivers, which we 

found excellent. During 
the day Grange had 
broken part of the spring 
on his front forks, but 
by tightening the screws 
up he had made them 
semi-rigid. I thought 
something must happen, 
as he was careering 
through some villages at 
fifteen miles an hotu;, 
when I was nearly shaken 
to bits at about half the 
speed. The afternoon's 
distance was seventy-one 

Next morning we had 
the customary rolls and 
coffee, and after receiv- 
ing the bill I produced 
nty C.T.C. badge and 
asked, much to our's 
surprise, for the ten per 
cent, discount to which 
le handbook showed us we were entitled at this 
holel. It was knocked off without demur. 

Great Heat and Slew Going. 

Ajiother glorious day, and we set off in high spirits 
after we had filled up with petrol, and Grange had 
bought a glass to replace one he had broken in his 
goggles. Whilst we were waiting a funeral passed. 
First came several choir boys with a cross and chanting 
a psalm, and then some little boy's and girls with 
bouquets, after which came the coffin and the elder 
relations and friends. \\"c turned into a side street 
and tried to get in front of the procession,, when 
"Grange. came a cropper in trying to avoid a cart com- 
ing out of a narrow side street. .After a few words 
on both sides we eventually got into the main street 
again and reached the country. A perfectK straight 
road was next followed through Cambrai, where, bv 
the by, our luggage w'as examined for dutiable articles 
jusi as we entered the town. Here we turned to the 
right, and later on to the left, and reached St. (^)uinlin. 
Tli(> \-illages we had been jiassing Ihrough were far 
Irom bciutiful lo look upon, niosl of Ihe cottages 
being dills ,incl rulour u.ishcd. whilst the farm y^itds 

Grange (3^ h.p. Bradbury), who accom- 
panied Mr. Fawcett on the tour. 

JANUARY 4th, igi2. 


To the Tyrol and Back on Motor Cycles. — 

opened straight on to ~the vile cobble street. Th£ 
wenther was awfully hot, and what made it more 
exasperating was the fact that the roads were so bad 
that a speed of twenty miles an hour could not be 
niauitained to give us a chance to keep cool. I had 
not gone far wlien 1 found the top of my oil pump had 
screwed out, Vhlch necessitated a stop. The least' 
exertion caused me to perspire, so hot was it — in fact, 
how the engines stood it I don't know. 

On we went. As a rule, the road was perfectly 
straight, but more than thirty miles of it per cyclo- 
meter was wretched pave. Oh, hcjw we hated the 
sight of it ! " Laon was eventuallv reached, then, 
thirty miles further on, Rheims, and as we had now 
done no miles in sweltering heat over atn.cious roads, 
we decide(J to stay the night here at the Hotel du 



Commerce et Metropole, and found it 
usual method in regard to hotels was 
to ha\-e breakfast ab;)ut eight o'clock, 
and then ride slowly all day, with 
sundry stops for a smoke or to eat fruit, - 
never deciding till late in the afternoon 
where to stay the night. This w-e found 
Ijest. as we never knew what the roads 
had in store for us. \\c usuallv arrived 
at the hotel in time for a good wash 
before sitting down to se\en o'clock 
dinner, and we were always lucky in 
getting a gO!;d meal. _ 

Rheims was partly explored in the 
e\'ening, and seemed full of people ; in 
fact, some of the streets were blocked, 
doubtless owing to some kind of cele- 
Ijrations that were being held. 

Our machines were greased on the 
plated parts, and the dust was thick 
all over, but no matter how dirty or 
iJusty we appeared, the hotel pro- 
]jrietors were always pleased to see us 
— a pleasing contrast to the treatment 
sometimes experienced when entering a 
decent hotel at home. 

Next morning, Fridav, Julv 14th, we 
dunned our (j\-eralls .ig.iin, and, le,i\ing 
Rheims, m.nle for -(.'halons-sur-.Marne, 
better roads, although somewhat loose, 
hot weather. 

Tyre and Carrier Troubles. 

.A.t Chalons we stopped and Ijought a pound and a 
half of peaches for pd., which we ate in a shad\ spot 
and finished up with a cool smoke. .Soon after this 
I ptilled two nails out of m.v back co\ er, but a careful 
search failed to re\eal any pimcture in the tube, so it 
was replaced. We were nnw- approaching Troyes, and 
decided, to put , up there, but I \vas destined to have 
one or tw"o stoppages first, for three times f blew up 
the rear tyre, and once, when going through a \illage, 
I heard such an awful grating sound from f)ehin(l that 
I had to pull up in \erv (]uick time, to disco\er that 
m\ carrier and luggage had slid back and were trailing 
(in the road. 'The carrier had slotted fastenings, so 
that the whole lot could he swung liackwards to faci- 
litate tyre repairs ; these ends were temporarily 
hammered up, and we reached, the Hotel .St. Laurent 
in good time. Here I took out the fiack tube, and 

at the same time Grange produced a hefty hairrmer 
from his kit, and we hammered up the slotted ends 
on my carrier, and they never gave any further trouble. 
Although we only covered eighty miles that day it had 
taken us about six hoiirs owing to frequent halts. 

Again the weather was glorious as we set off for 
Bar (not the mahogany variety !), and the countrv now 
appeared to be improving from a scenic standpoint, 
but it still left something to be desired. As we were 
leaving Troyes, w'e were pleased to see a Bedelia. 

The day was not quite so hot, but the dust was 
much mpre troublesome. Through Chatillon we fol- 
lowed a stream for a lotig w^ay, and on looking at the 
map I w"as surprised to see we were on the banks of 
the Seine, and only a very short distance from its 
source ; in fact, so narrow was it here, we could almost 
jump across. Dijon was our next stopping-place for 
llic night. \s wc appmaihed it the S(~encr\ grcatU' 

Filling smaller jels just outside Boulogne, in order to cut down the expense ot petrol. 

luckily oxer 
owing to the 


small puncture on the rim side of the tube ; 

improved, and when'it appeared as if we were in for a 
nice stiff climb, w^e stopped on a long descent for 
Grange to put his gear ratio down and cut his 
belt ; but I decided not to touch mine, as it was giving 
a gear of 4^3 to i. We had not gone far when I had 
to open my throttle a bit more, and then more, the 
road developing into a nice twisty and sporting hill, 
but careful " nunsing " at' corners enabled me to 
get up comfortably. Once at the top I waited for 
Grange, and as he did not appear, I returned and met 
him coming up ; he told me later that lowering the 
gear and cuttuig the belt had proved his undoing, for 
he broke a fastener. 

We had now done ninety-seven miles to Dijon, and 
put up at the C.T.C. Hotel Moderne et du Jura; and 
it was modern, for there, actually on the mat, was the 
word "Welcome." It proved the best hotel we had 
found so far, and the bedroom was a marvel, with its 
hot and cold water and shaving mirror, also, amongst 
other things, a dummy clock worked by electricit) 
from the hall. 

(To he continued.) 


JANUARY 4th, 1912 





BrooKlands and the Six Days' Trial. 

So simple ! And we never thought of it before ! 
For years past we have been racking our wits for 
some simple precaution which should avoid the annual 
rumours whispered' in select circles at the termina- 
tion of every 1,000 miles trial. 

It is common knowledge that two or three machines 
at least scrape, through every event of the kind by 
the skin of their teeth. I remember a certain machine 
'ailing in half only five miles after finishing an important 
trial, though its success was advertised with sicken- 
ing regularity for years afterwards, and for aught I 
know adorns the pages of a lavish catalogue to-day. 

Only last summer I heard of a gold-medalled engine 
dismantled at the factory three days after tT:ie Harro- 
gate trials; its bearings were oval, even to the naked 
eye, and the knock when it was run slowly reminded 
one of the \illage blacksniith's hea\iest sledge land- 
ing on the anvil. The teeth of its timing gears were 
half stripped, and the fragments had leaked through 
into the crank case ; the two-speed gear was a mass 
of rectangular "balls" and ground ball races; in 
fact, the machine must have collapsed within another 
100 miles. 

Some of the facts come to the knowdedge of com- 
petitors and spectators, partly owing to tlie frank 
conver-Sation or gingerly driving of the irate owner; 
others are astutely concealed by crafty riders ; but few 
of them ever become public property. 

I must admit that a concluding high speed test on 
Brooklands, succeeded by a searching scrutiny of the 
machine hot from the track, will not eliminate every 
possibility. The machine that could not cover 
another ten miles may still occasionally carry off a 
high award. But it must be granted that a prolonged 
high speed reliability run on Brooklands is the test 
par ercellenre best calculated to bring incipient or 
latent troubles to a head. It will resemble giving a 
fever patient an ice bath, for only the very hardiest 
will survive it, and the A.C.U. should surely adopt 
the solution n.em. con. 

Spring Deliveries. 

Th(jusan(ls of motor cyclists are c\'idently somewhat 
hel|)lfss individuals, and my postbag shows that 1 
must mention a matter w'hich ought to be self exphuia- 
lory. AS most (if us know, the really popular firms 
ha\'e already disposed of their entire output for months 
ahead, while two or three factories, it is said, can 
d('li\cr 111) fresh orders until Easter, 1913, and one 
lirm at least was reported to be booked up to Christ- 
mas, 1912, as early as the opening day of the Olympia 
Show. My correspondence shows that some innocent 
readers imagine thai all these machines are separately 
and singly ordered by private individuals residing at 
the " Hollies " or the " Myrtles " or similar suf)url)an 
addresses, and so I get letters like the following: 
" Dear Ixion, — I had set my heart uii riding a 3^ h.p. 

two-speeder Geewhizz, but on writing the makers I find 
that they have disposed of their entire output up to 
December, 191 2., My motor cycle friends inform me 
that Messieurs (here follows a list of the twenty lead- 
ing firms^ in the industry) have also disposed of their 
output for six months ahead. In my sad trouble can 
you very kindly inform me which firms can supply 
machines in reasonable time ? I want a machine for 
(here follow the weights of the writer's best girl, 
second best girl, rich aunt, etc., etc., .with detailed 
descriptions of the terrible hills abounding in his 
suburb, the hairpin corner just outside his future 
father-in-law's villa, and many other details of too 
purely domestic an interest for quotation here)." 

The most casual glance at The Motor Cyclt adver- 
tisement columns should surely inform the most hide- 
bound ignoramus that onl_\ a small percentage of these 
imposing order lists are filled with the names of 
potential users. The great majority of these machines 
are sold to distributing agencies, which take delivery of 
one, five, or twenty samples of the best known makes 
each week from January to December, and at nearly 
every period of the year except a short period around 
Easter, almost immmediate delivery of any well-known 
make is obtainable from one or other of these local 

Therefore because the makers' order books are full 
there should be no difficulty in purchasing just what 
the reader wants by applying to the nearest agent, who 
can usually gi\'e reasonable delivery. 

TI10 unanimous opinion of e.vo and oar witnesses is tliat tiie woll-Itnown 
comcdinn's su^f;ostion tias solved tlie diincully. The engine explosions cannot 
bo tieard oven wlion driving on tuti ttirotlle and with tlie eut-out wide open. 
The apparatus in the sidecar used lor the experiment is from tho orchestra of 
the " Palace," Bath, whore the driver of tho machine, E. Longden, is 
the manager, and where George Nowburn recently gave performances. 

January 4TH, 1912. 


Advertisements. 33 








Sotton Coldfield A.C. Two Days' Trials, Dec. 16 & 17. 

H. C. Newman, on 3i h.p. IVY, FIRST, being 
winner of Sutton Cliallensre Cup and Gold Medal, also 
Murratti Aristnn Trophy and Gold Medal for best per- 
formance in all the Club's Competitions during the year. 
Newman's perform.ince was exceediii'ily cood. — Tlw Motor Cycit'. 
S. A. NEWMAN, Lichfield Road, BIRMINGHAM 

Useful to all Motor Cyclists — especially 


^ t KowtomanajetKem. 

Price 1/- Net By Post 1/2, 

Of Newsagents and Bookstalls, or direct from 

ILIFFE & SONS Ld., 20, Tudor St., London, E C. 

EQUALITY' first! 

— AKvavs, and at all times, have we placed QUALITY first — 
consequently we offer you in The PEDLEY Tire a production worthy 
of our name and the "HIGHEST" QUALITY'' reputation 
associated with that name since the year 1S40. 

and the ma.ximum of comfort with immunity from trouble. 

— If you are out for a " QUALITY " Tire, you certainly want The 

TEDLE r 3 rib non skid 

and should invest in one without delay. Let us send \ou a sediin — 
or a sample Cover — for your inspection— or ask "your A^.'^ent to 
show you a PEDLEY Tire and when you have noled lis marked 
merit you'll be sure to buy. 

COVERS (26 X 2jin.), Beaded Edge 48/- each. 

Inner Tabes. 10/3 ; or Extia Eeavy ditto. 12/- eacb. 

—Ask for our " PEDLEY TIRE " Folder— it j^-ve; particulars of 
this and a host of equally valuabh rubber requ.s.tes. 


In, anaWKi-'iiui these advertisements it is desirable to mention "The Motor C'l/ele.' 

34 Advertisements. 


January 4th, igi2. 



If you have not yet received a copy 
of this handsome booklet, send a 
card for one TO-DAY. 

Thene are many new features in the range 
of PALMER TYRES for 1912 which are 
well worth your investigation. 


119, 121, 123, Shaftesbury Avenue, London, W.C. 
Mo'.or Cycle Tyre Depot : 103, St. John Street, Clerkenwell, E.C. 



M.C.C. London-Exeter-London Winter Run. 

A. J. Stevens, riding a 5 h.p. Two-Speed A.J.S- with Sidecar , 
and Passenger, completed the journey in schedule time, winning 



The ride was made with no mechanical adjustment, with the exception of tightening the back 

chain on one occasion 


60 Guineas. 

Write for List- 

A. J. STEVENS SI CO., LTD., Retreat Street, Wolverhampton 

London : H. Taylor & Co., Store Street, Tottenham Court Road 

In avxwiriiiy l/(cse adotitiKciiu ills it is dcfliithle tu mniiUin "Tin: Molar Cijrln." 

JANUARY 4th, igi2. 




I put on several pairs of socks, 

And clothed mj'self in wool. 
Packed up the turkey-sandwiches, 

And saw tlie flask was full. 
1 wning my driver by the hand ; 

" Robertson Brown," said I, 
" To-night away to Exeter 

With you I'll do or die." 

Our engine was an Ivy-P,, 

Whose horse-power was not great : 
Four and a quarter had to puU 

The coachbnilt sidecar's weight ; 
How much it had to pull that night 

Will later on appear, 
W'nen I describe in glowing teinis 

Our trouble with the gear. 

The Turner sidecar. ,wa^ a treat — 

All weather it defied ; 
"Moreover, it had road-bump-proof 

Upholstery inside. 
Our lamp, a hefty F.R.S., 

Orion's belt outshone 
(Orion might have wished that night 

He'd got a chain drive on). 

The poets, so I am informed, 

Who lived in ancient days. 
Chose attics underneath a roof 

Wherein to write their lays. 
But I'll write 'neath the open sky, 

Said T. without regret; 
Inspired by frost if it is fine, 

If not, inspired by wet. 

At Hounslow there were gathered all 

Great Britain's choicest blood.'- ; 
Dame Fashion had provided joys 

In overalls and duds. 
Thank Goodness ! there was vain enough. 

For, had there been no squalls 
And had the night been dry, think what 

A waste of overalls. 

I saw ■' I'm It " with tvventy-two- 

Inch wheels and strange air springs, 
And Mundy lowering his gear. 

And 'Vernon Taylor's wings. 
And Thompson with his green streamline 

Which all design out-knocks. 
And Tihomas Frank and 0. P. Hill 

With crackers in a box. 

We started from Bulstrode Hotel 

To ride the long night through ; 
Our hearts were stout, our clothes were thick, 

Our sou'-westers were new. 
But man proposes Exeter, 

While Fate, who's always near, 
Steps in and utterly upsets 

The meshes of the gear. 

It was on Egham'g little hiU, 

And somewhere near the top. 
Our engine seemed to grow quite tired, 

Then faltered to a stop. 
Examination in the dark 

Evolved the simple fact 
That both the gears were in at once, 

And neither would retract. 

Adjustments made, we journeyed on, 

But up hill it was plain 
The high gear, acting on its own, 

Had sidled in again. 
Ignoring the controlling rod, 

That high gear would assert 
Itself on awkward gradients ; 

The lower gear felt hurt. 

Although as yet we'd hardly got 

As far as Hartley Eow, 
It seemed as though we must have, done 

Two hundred miles OT so. ' 

A mile at moments such as these 

Is made of every yard. 
And every little eminence 

Becomes as steep as Chard. 

"The time has come," I said to Brown, 

" To talk of many things, 
Of ratios and formulas. 

Of Karslakes and George Kings." 
But Brown replied, "Would I were back — 

We still are far from Devon — 
At home in pleasant Portland Street, 

Number one-fifty-seven!" 

And still the engine pulled and pulled, 

And didn't stop to bask ; 
The Ivy clung hour after hour 

Right bravely to its task. 
Vainly the gear put on the brake, 

For still the engine turned ; 
The Watawata held, although 

The gear-bearings were churned. 

Which showed what pluck the engine had. 

But, hang it all ! ye gods ! 
When both the gears are ;n at once 

Too fearful are the odds. 
Some sage advice I gave to Brown 

(It came too late, I fear), 
" If 1 were you I wouldn't let 

The hub control the gear ! " 

Upon a slightly sloped incline. 

Where mud was thick and svelte, 
The high gear hit the lower gear 

Sonirwhere below the belt. 
And then we stopped and tinkeieil things. 

Hopeless was our outlook 
Till someone told us we were but 

A short half-mile from Hook. 

A pleasant little spot is Hook, 

Not far from London Town ; 
The villages of Devonshire 

No doubt deserve renown. 
But Hook in Hampshire's pleasant realm 

Is quite as good a spot 
As Exeter for writing odes 

And mild poetic rot. 

We might have gone to Exeter, 

'Mid wind and sleet and showers, 
Or wallowed in Wiltonian floods 

For hours and hours and hours. 
Instead of that old Destiny 

Rough-hews us as it will. 
And bids us stop the night at Hook, 

Where we are stopping still. 

0, Hook ! Sweet Auburn never was 

So sweet as thou to us ! 
Ihy charms in poetry or prose 

I could at length discuss. 
Though Yeovil has its "Mermaid" fame. 

And Exeter its " Bude," 
Hook with a temperance hotel. 

"The Acom," is endued. 

Some have to Middle Wallop gone, 

To where Windwhistle blows. 
To Crewkerne and to Honiton, 

And places such as those. 
Well, let them go, as to the Pole 

Went Shackleton or Cook. 
While we will pause upon our way — 

We've got as far as Hook! 



JANUARY 4th, igi2 


A Home-made Back-rest. 

The backrest of which wc append a 
sketch has been sent us by Mr. H. B. 
Jeffery, Carter's Corner Place, Aylesham. 
The device is int-ended to fit to the bolts 
which hold the upper ends ot the saddle 
springs to the cantle. The plunger, 
working in a brass cylinder and contr'»Ued 
by a spring, is adjusted so as just to clear 
a metal plate passing across the luggage 
carrier, the adjustment being made when 
the rider's weight is not on the saddle. 
The chief advantage claimed for the rest 
is that the support falls to one side, thus 
leaving the carrier free for luggage. Back- 

An automatic home-made back-rest. 

rests which fall 'back and down when not 
in use necessitate the luggage being either 
placed very far back on the carrier, or 
left off altogether, because if the bag were 
in position the rest could not fall flat. 
Mr. Jeffery informs us that the sample he 
lias made works very well on his own 
machine, although being only a rough 
home-made model and unnecessarily 

Adjustable Belt Fasteners. 

Adjustable belt fasteners are very 
handy when raising or lowering the gear 
and obviate the necessity for carrying 
another belt of smaller section. They 
have, however, the following dis- 
advantage.^ When the long links are in 
use there is a rather large gap between 
tlie ends of the belt which must cause a 
certain amount of slip To overcome 

; ■ ill Li llJ 

this triRible Mr. Stanley T. Robfton, 59, 
Hobmoor lload, I'.iriningham, has brought 
out .'•■omc li'iks lilled, with small .wdioiis 
of beltinc which cnabl'i the drive to lie 
tak'Mi up en the link as well as the belt. 
Wo illii.«trate twii types — one made fur the 
ordiiiarv Simplex faKtcrier — the other for 
.\lr. Koljsun's s|)ucial fa.Kleners. 'I'he link;^. 
which )<ive various lengths, can be niailc 
to suit any type or make of belt. 

Sleeve Protectors — Compression 

On the occasion of a recent visit to 
the. depot of Hunt's Stores, il7. Long 
Acre, W.C. a handsome and moderately- 
priced lamp and generator were shown 
to us. The lamp is well designed, and 
IS fitted with a Bausch and Lomb lens 
mirror, which is held in position by 
screws, so that it can be easily detached 
for cleaning purposes. The whole of the 
lamp is made up with either rivets or 
screws ; there is no soldering. The hinge 
of the front door is very strongly made, 
and the burner is adjustable. The 
generator has a smooth exterior, so that 
it can be easily cleaned, and it is inter 

Protectors which lieep the sleeves clean wben 
undertaking small repairs. 

esting to note that with the complete 
outfit an armoured connection is sup- 
plied. It is always nice to know the 
exact compression of one's engine, and, 
to enable motor cyclists to be in posses- 
sion of this useful knowledge, this firm 
have placed on the mai'ket a compres- 
sion gauge, which indicates to 100 lbs. 
to the square inch. The gauge, which 
is not intended to be in position while 
the engine is running, is made to suit 
the thread of the 
sparking plug hole. 
Other useful arti- 
cles which are of 
special interest to 
our readers, now 
that the cold 
weather is with 
us, are a woollen 
throat protector, 
which is slipped 
over the head and 
forms protection 
for both throat 
and chest, and 
sleeve protectors, 
to prevent the 
coat sleeves from 
becoming soiled ; 
these protect the 
sleeve about six inches up from the wrist, 
and are exceedingly useful. 

A compression gauge for 
motor cycle engines. 

A Collapsable Clothes Brush. 

One of the neatest little accessories 
which has ever been brought to our 
notice is a small collapsable clothes brush 
vvhicii we illustrate. The case containing 
the brush is only about the size of a 
small cigarette case, measuring 4in.x2^in. 
X^in. thick. When the buttons, shown at 

one end are twisted the cover comes off, 
and by pulling the button on the bristle 
portion towards one, it moves a small 
lever which causes the rows of bristles, 
which have previously laid flat in the 
case, to rise ready for use The case is 
of such handy proportions that it can 
easily be carried in the toolbag or the 
rider's pocket. This novelty can be 
obtained from the Rudge-Whitworth 
Depot, Hertford Street, Coventry. 

New West End Saleroom. 

West End readers will welcome the 
information that John Barker and Co., 
Ltd., High Street, Kensington, W., have 
opened a special department to deal with 
motor cycles. This firm is catering for 
motor cyclists in the same manner that 
it has already dealt with autocarists, and 
is prepared to supply the best known 
makes of machines for cash or easy 
payments. John Barker and Co., Ltd., 
have such machines as Humbers, 
Premiers, Singers, and Triumphs, in 
stock and ready for instant delivery. 

New Appointments. 

R. H. Bell, who for some years past has 
been the Midland reprelentative of 
Palmer Tyre, Ltd., severed his connec- 
tion with that company at the end of the 
Old Year to take up the position of sales 
manager to the Clyno Engineering Co., 
of Wolverhampton. 

A. L. Ommanney, until lately with 
Rudge-Whitworth, Ltd., is now em- 
ployed by the Triumph Cycle Co., Ltd. 

Latest design of the four-cylinder three-speed T.M.C., which, as will be observed, has a water-cooled 
engine and bevel drive. The new model is more than ever "a car on two wheels." 

JANUARY 4th, 1912. 


N.W. London M.CC. Open Trial to Gloucester. 

UNDER fine weather conditions, on Satiii-day morn- 
ing last, sixty-two competitors weie despatched 
from Jack Sti-aw's Castle en route, for Gloucester. 
Each man had to make a non-stop run from Hamp- 
stead to the top of Dashwood HiU. Over this section, 
H. F. S. Morgan (Morgan) was early in trouble and later 
in High Wycombe we passed F. W. Applebee l2 h.p. Cen-- 
taur) Dy the roadside with a plug blown out. He eventu- 
ally climbed Dashwood Hill with a 7-| to 1 gear and l.p.a. 
Griffiths (2 h.p. Alcyon) was another competitor to mase 
a stop before reaching Dashwood, owing_ to a broken bell, 
but surmounted Dashwood with a 6-^ to 1 gear and l.p.a. 
Jack Woodhouse (3i h.p. O.K.-Precision) lost his oil pump 
plunger, and was obliged to ride some considerable distance 
swithout lubricating his engine. From the top of Dashwood 
Vernon Taylor (Rudge) and Jack Woodhouse took a couple 
of young ladies on their carriers into O.xford. Here the 
first check was held, at Morris's Garage, where hot Bovril 
and sandwiches could be obtained. Thence the route lay 
through Farringdon, Cirencester, down Birdlip Hill, to 
Gloucester. Just after passing through Farringdon, Vernon 
Taylor, when overtaking a horse and trap on the inside, 
hit the bank, and consequently had a nasty fall. Luckily, 
he was unhurt, and did not seriously damage his machine, 
only slightly bending the footrest. For some distance we 
kept cojnpany with R. Holloway (3| h.p. twin Premier), 
whose machine appeared to be running very sweetly. 

Greasy Tramlines and the Result. 

The tramlines entering Gloucester were in a terrible con- 
dition. Here we found F. E. Pither (Rudge), who had 
broken his throttle wire and had tried to get going with full 
throttle. In the grease the result was 
that directly his engine fired the back 
wheel slipped under him. After re- 
\-ersing his air and throttle barrels, 
with tne aid of a push he managed to 
start. Vernon Taylor appea,red to be 
very unlucky, as he was again brought 
to the ground. Pither skidded just in 
front of him, both falling in a heap. 

Lunch was served at the Spread 
Eagle Hotel, Gloucester, where com- 
petitors were checked both in and out. 
.The route home wa^ the same. 

Climbing Birdlip. 

At the bottom of Birdlip many of 
the competitors* stopped to cool their 
engines and lower their gears. Cut- 
outs were not allowed to be used, and 
this undoubtedly accounted for a lot 
of the failures on this hill. Griffiths, 
mifortuiiately, broke his belt halfway 


A competitor at Northwood. 

up, but after repairing same and starting up on the 
stand, using back tyre and road as a clutch, he 
successfully reached the top in the saddle with the 
help of l.p.a. H. Foote made an excellent ascent on 
his 8 h.p. overhead-valved Bat, geared 3-^- to 1. C. Roberts 
came round the corner on his 3^ li.p. Arno "foot slogging." 
R. G. Mundy (3b h.p. clutch Singer) came up well, being 
somewhat baulked by a horse and cart on the corner. 

Competitors were again checked at Morris's Garage, 
Oxford, where tea and sandwiches were supplied. Lamps 
appeared to be somewhat troublesome, several competitors 
being hung up on the road attending to same. Aston 
Rowant Hill was in a shocking condition at the top, being 
more like a ploughed field. On the whole, the roads were 
in a very fair condition considering the amount of rain 
that has fallen lately. At the bottom of Dashwood Hill 
we passed G. N. Higgs on his Briton car, he having been 
at Hampstead in the morning to see the competitors start. 
On the fairly stiff, though short, hill out of High Wycombe, 
on the road to Rickmansworth, several of the competitors 
failed. We passed J. Oliphant (5^ h.p. Premier and sc), 
who had failed near the top. 

Unpleasant Conditions. 

From here the ride was anything but pleasant, being over 
greasy and very twisty roads, with occasionally some fog. 
Several of the competitors, being late at High Wycombe, 
only had one hour to cover the last thirty-two and a half 
miles ; two or three, however, managed to do it in the time. 
On arrival back at Jack Straw's Castle, we found a very 
large crowd being kept under control by several policemen. 
■The route was very clearly marked by means of arrows, 
and the N.W.L.M.C.C. must be con- 
gratulated on the way this competition 
was held, considering this is its first 
open run. Hugh Gibson (3^ h.p. chain- 
driven Bradbury and sc.) reported a 
nasty spill. Near Wheatley the front 
lug of his sidecar broke, so he induced 
another competitor to carry his pas- 
senger on the carrier. 

Mishap to a Sidecar. 

After strapping it up, he proceeded, 
but at the top of Aston Rowant the 
strap slipped, letting the sidecar down 
and throwing Gibson. He left the side- 
car in the ditch and finished solo. Jack 
Woodhouse was very late in reaching 
Hampstead, and reported having carried 
a lady sojpe twenty miles on his carrier.' 
A non-competitor, who had followed the 
trial on a S.I.A.M.T., having appa- 
rently fallen asleep while riding, had 

On the wav to Gloucester. 

Huinber and Enfield riders at Oxford on the return journey. 



N.W. London M.C.C. Run to Gloucester.— 

been brought in on a Zenith sidecar, the lady passenger 
riding on Woodhouse's carrier. H. G. Dickens (Clyno 
and sc:) smashed up his timing gear the other side of 
Oxford on the ^lutward journey. Hal Hill, who had entered 
his ancient 3 h.p. Centaur, was unable to ride it, as the 
exhaust valve lifter broke just before starting; he therefore 
fetched' his T.T. Bat, and successfully completed the run. 

The awards were made as follows : 

Silver cups to those who did not lose more than fifteen 
marks on each journey. 

Silver medals for a loss of twenty marks. 

Bronze medals for a loss of thirty marks. 

The Survivors. 

Glynn Rowden (3-^ Triumph) 
A. E. Woodman (2J Hum- 

E. Gwynne (Sj Triumph) 
E. Pond (3i Singer) 
W. Cooper (3^ Bradbury) 
W. Oldman (5-6 Bat and 

sc. ) 
H. C. Mills (3J- Premier) 
Hal Hill (5 Bat-Jap) 
N. Scott (3i Triumph) 
C. Simpson (7 Indian) 
G. G. Burton {10 Mors) 

Frank Smith (5-6 Clyno 

and sc.) 
J. Kirner (5-6 F.N.) 
A. 0. Riner (12 Argyll) 
A. G. Peppercorn (3^ Brad- 

A. Burks (3^ Humber and 

J. Woodhouse (2^ O.K. 

V. Taylor (3i Rudge) 
Hugh Gibson (3^ Bradbury 

and sc.) 

A. J, Hawkins (2A A.J.S.) 
H. H. Berlandina (3i P.M.) 
F. Appleliee (3| Scott ancl 

H. Bene (3 N.S.U.) 
E. Rose (3^ Triumph) 

E. F. Lawrence (3^ Rudge) 
J. W. Thomas (2f Douglas) 

F. Lord (6 Rex sidette) 
.H. F. S. Morgan (8 Mor- 
gan Runabout) 

J. Hilyer (35 Humber) 
P. Tustiu (2J Enfield) 
R. L. Printz (5 Bat) 

E. Pither (3^ Rudge) 

G. Grifiiths (2 Alc'yon) 
H. C. Bean (6 Matchless) 
A. S. Phillips (7 V.S. azid 

W. C. Knight (3i Triumph) 
\V. A. Jacobs (3I Rex) 

The following did not finish 

F. W. Applebee (2 Centaur) 
E. Purchase (3-^ Triumph) 
J. C. Prior (8 Bat and sc.) 
George Baxter (2| Minerva) 
K. H. Clark (3vi Corah) 

C. Q. Roberts (3j Arno) 

JANUARY 4th, 1912. 

C. A. l\Ioss m Rudge) 
R. H. Goddard (2-5 Douglas) 
J. Oliphant (3^ Premier) 
Gordon Fletcher {2| 

G. S. Drew (6 Zenith) 
Montague Drew (3^- Zenith) 
R. A. Abbott m Bradbury 
F. W. Guinness (3^ Rudge) 
R. G. Mundy (3^ Singer) 
A. F. Plint (2i Stuart) 
H. Foote (8 Bat) 
P. W. Pumphrey (5-^- Arno^ 
L. Cass (3-^- Quadrant and 

S. C. M. Witham (8 

A. V. Deacock (6 N.L.G. 

and sc.) 
R. HoUoway (3J Premiei 


H. G. Dickius (5-6 Clyuc 

and sc. ) 
W. Wilson (4^ Precision) 
T. E. Lear (2^ Motosa 


As will be noticed, this smart design of three-wheeler has an interchangeable body — (left) a lorry body for laundry work ; (right) the full touring body 

with which the former may be replaced. 


Sir,— In the issue of T/ic Field, dated November 25th. 
tliere is an article dealing witli the recent Motor Cycle Show 
at (Jlympia. The third paragraph discusses the price of the 
motor cycle of the present day, and, in my opinion, the 
remarl<s contained therein are reasonable anc) justified. I 
trust you may therefore find space in your columns for a dis- 
cussion on tile subject, and tliat we may hear the maiui- 
facturers' side of the question. 

The paragrapli quoted is as follows: " 'J'here is one point 
upon which a coinjjiaint seems fairly reasonable. Motor 
bicycle irianufactuiers do iiot appear disposed to give tlieir 
tiistoiners the full benefit of that cheapening in construction 
which we all know to follow greater familiarity and wider use. 
On almost every stand the standard motor bicycle is listed in 
a condition in which it is not going to he sold. The necessary 
additions are, however, included as 'extras.' A 1912 motor 
bicycle without a free engine clutch is an anaclironisin, yd 
where its cost is not plainly observable in the figures asked, it 
is boldly cliarged as an extra. Then again, two and three- 
speed gears, to be quite (rank, are not offered at <;oniuicr(ia.l 
jirices. 'I"en guineas extra for a three-speed hub and seven 
guineas for two-speeds nuist strike any engineer as inviting 
a large njcasurc of cxclusiveness, and compare badly with the 
Jirices charged in motor car const ruci ion. I'ossibly patents 
and similar rights have to be li'amed for tins, Init it will 
appear to many people as caleuhited to strangle rather tliiin 
assist tli(i p<ipularity of variable gi'arcd iiiaeliiiips — the lu'xl 
stage in the evolution of tlie perfect motor cycle," 

I have quoted the whole paragraph, but, to my mind, the 
crux of the whole question lies in the fiist two sentences. 

My own predilections are in favour- of a powerful machine 
which, to quote a well-worn phrase, "will take a sidecar 
anywhere." It is difficult to quote a specific case without 
mentioning the name of the niacliine, but to take my own case ' 
as an example. The machine wliich I have provisionallj' 
decided on purchasing had for 1911 a drive and gear of a 
certain type. Presumably, this did not prove entirely satis- 
factory, as considerable alterations have been introduced for 
1912. At the same time the price of the machine advances by 
two or three guineas. In other words, the customer and not 
the manufacturer has to pay for admittedly necessary improve- 
ments. Now this is certainly not the case in car practice, and 
should not be in the case of motor cycles eitlier. I have beeti 
absent from England for some time, and cannot help noticing 
the considerable advance in the jirice of motor cycles all round. 

1 roniembcr a few years ago a discussion in the motor car 
press as to whether it was possible to ))roducc a reliable small 
<'ar for the sum of iGlOO. I foresee in the near future a discus- 
sion on similar lines as to whether it is po.ssible to purchase a 
reliable high-powered motor bicycle with sidecar and necessary 
extras for less than that sum. 

One has only to. study the excellent "Buyers' Guide" which 
you pul)lished at the time of the Show t() realise the point of 
iny prediction. 

Apologising for the great length of my eommunication. 


JANUARY 4th, 1912. 


Round the Spring Quarterly Trials Course. 




Group 0] competitors and officials previons to tlie start 
Irom Harrogate on the 27tli ult. 

STARTING just after dawn on the 27tli ult., the ouly 
passenger machine in this trial proceeded on it« journey, 
and, half an hour later, the solo machines were despatched 
at minute intervals to do their best to cover 146 miles 
(exactly to schedule time) of probably the most difficult roads 
. chosen for a winter trial. The route was Harrogate, Tliirsk, 
Sutton Bank, Rivers Bank, Helmsley, Pickering, over the 
Moors, and up Spring Hill to Whitby, where lunch was taken 
■ at the Royal Hotel. From Whitby the coast road was taken 
.' to Saltburn, including Lythe Bank and Saltburn Hill ; after- 
wards the run home t'lVi Stokesley and Ripon was compara- 
tively easy. The weather overhead was all that could be 
desired, but the roads were most treacherous. In parts they 

■ were frozen and dry, but suddenly the surface would 

■ change into perfect quagmires. The danger was increased at 
' night when riding with lamps lit, it. being then practically im- 
• possible to tell whether one was riding in mud or ice. 

Sutton BanK in Winter. 

Of the eighteen entrants fifteen started in excellent spirits, 
but Sutton Bank soon proved a damper, for quite a number 
failed on this famous ascent at the first attempt. Rivers Bank 
likewise accounted for one or two failures, but only two com- 
petitors had lost time up to lunch. In the afternoon Lythe 

, Bank was the scene of a few failures, as was Dalehouses, but, 
strange to relate, no one -failed on the twisty Saltburn Hill, 

" and it was probably as well, for a check was arranged at the 

, top of this rise. 

Soon'after leaving Stokesley lamps had to be lit, and, as 

■ usual, a few competitors had trouble in that way. Neverthe- 

■ less, seven riders reached Harrogate dead on time, and were 
welcomed by an enthusiastic crowd. Difficult as the course 

■, was, it proved impossible to find a winner, for two riders tie 
for first place. The result, compiled from the checkers' cards, 

^ but _ which has still to go before the committee for con- 
firmation is as follows : 

The Results. 

T. C. Atkinson (3^ h.p. T.T. Triumph).— Lost no marks 
and had no trouble. 

F. Mackay (Bih.p. F.E. Singer). — Lost no marks and had 
no trouble. - ' 

J ■. F. Philipp (5J h.p. Scott). — Lost 1 mark and had no 

T. Maynard (3^ h.p. F.E. Triumph).— Lost 6 marks. 

J. J. Day (3^ h.p. Bradbury, tvi'o-speed). — Lost 10 marks; 
lost way and ran into hedge. 

W. E. Grange (3-i- h.p. Bradbury). — Lost 1 mark; puncture. 


G. Hill {3} h.p. Scott and sidecar) the only passenger driver to start 
who, aitho:igh losing eleven marks, made an excellent performances 
Sutton Bank proved the set back. 

F. Strafford (3A h p. Humber, two-speed). — Lost 2 marks, 
failed Sutton iiank. 

W. 1: TOLtt i<5i h p. Bradbury, two-speed). — Lost 2 marks; 
ran into wa'l av.a ciamased jamp. 

W. B (5^ h.p. Ti-iuuipb)- — Lost 4 marks ; side- 
slip and warped exhaust valve. 

J. Mackay (2^ h.p. Singer, two-speed). — Lost 5 marks ; 
no trouble. 

H. W. Fortune (3i h.p. Triumph). — Lost 8 marks : failed 
Sutton Bank and had lamp trouble. 

G. Hill (3j h.p. Scott and sidecar). — ^lost 11 marks; failed 
Sutton Bank. 

C. Nettleton (2j h.p. New Hudson, three-speed). — Lost 
100 marks; failed on Sutton Bank, lost way, and had lamp 

0. P. Finn (2f h.p. Enfield, two-speed). — Arrived at start 
with bad puncture, afterwards failed on Sutton Bank, so 
retired. _ ". . 

Gibson, Tindall, Spencer, and Strother did not put in an 
appearance at the start. 


A Clyno sidecar at the water splash near Milbourne Port, between 
Sherbourne and Shaftesbury, 




JANUARY 4ih. 1912. 

o£l-TTERS To 


The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, " The Motor Cycle," 20, Tudor Street, E.G., and should be accompanied by the writer's full name and a dress. 

A Trio's Troublous Trip. 

Sir, — We should like • to congratulate " FAF " on " A 
Trio's Troublous Trip," published December 21st, as we 
happened to be the good repairer up a side street. Only 
the staff knows how hard and often the puUey was ham- 
mered and thumped to get it off, and well we remember, from 
what we .?aw, that after they could not remove the pulley 
frorn the engine, they tried their best to take the 
engine from the pulley : bolts and nuts everywhere. But 
a happier trio could not be met on the Cambridge Road. 


Winter Mudguarding. 

Sir, — I am pleased Mr. Ernest Frasetti has accepted my 
challenge, for he is not entirely unknown to me, and I am 
one of his greatest admirers, for I think .'ome of his week-end 
journeys are marvellous, the mos-t notable being, of course, 
his run from Southampton to Aberdeen. It will therefore 
be a pleasure to meet such an able and representative "chain 
driver," and should I be the individual to come out on top 
in our little "dust up," it will be something to my credit. 
If on the other hand I am beaten, my consolation will be 
that I shall have lost to a sportsman and a gentleman. As 
he has put his cards on the table and exposed his hand to 
me, I will tell him that I shall ride an 8 h.p. Dot with 
V.S. two-speed gear. 

I have a few more nuts to undo than he has, but every- 
thing is quite simple with regard to the removal of the wheel, 
and he will have to "gallop." Now, as Mr. Frasetti 
probably knows, I am a musical hall manager, and cannot 
get away tor any length of time (he will have a good idea 
when I can afford the time), so if he will suit his own 
convenience with regard to the date and district, I shall 
look forward with pleasure to our meetinEf. 


Waterproof Motor Cycle Clothins;. 

Sir, — We beg to tliank you for your courteous reception of 
our letter upon the above subject. 

Vou ask. Why do trial competitors invariably don oil- 
skins if they think they are in for a soaking day's ride ? 
If they do don garments with the idea that they will 
be better protected, it is because they have only had experi- 
ence with cheap, trashy, rubber-proofed suits. If they 
had once tried a good quality material, they would never 
be seen in oilskins again. The bulk of rubber-proofed 
motor cycle clothing on the market to-day is not fit for 
the purpose for which it is intended. 

As a counter question to yours, we would ask you why is 
it th.-tt one of the largest firms of motor cycle manufac- 
tui'ers have bought some dozens of our better quality 
motor cycle suits solely for their testers to wear? We think 
this speaks for itself, as efliciency and durability are the 
primary considerations in the case of testers. We have sold 
many liiiudreds of motor cycle suits, and have noly had a 
single ronq)laint of their becoming suddcucd or unproofed. 
No doubt thei'c arc nuuiy ill-designed and bad quality motor 
cycle suits sold in the effort to appease the demand for 
cheapness. It is a great mistake, as motor cycling is rough 
wear upon such garments, consequently they should be made 
of good materials. 

We are cei'tain that a good rubber-proofed motor cycle 
suit will he eventually clieapcr and more elllcient than oil- 
skins. We can supply sucli suits which will withstand 
hard wear and pouring lain for twelve months, and then 
will keep the rider pcrfectiv dry. 


Will the Ultra-lightweight Return ? 

Sir, — The letter in your issue of December 21st (page 
1399) voices the need of hundreds of people who live m 
country places a few miles from the nearest town. Many 
such people have tired of the push bicycle, yet cannot rise 
to the upkeep of the ordinary motor cycle, but they would 
gladly purchase a cycle after the specification in J. Hart 
Smith's letter. S. EDGE. 

Sir, — With regard to J. Hart-Smith's soecification, " An 
sngine developing 1 h.p. actual, slung into a,.Rudge-Whitwortli 
de luxe cycle frame." 

Perhaps he has forgotten the different stresses and strains 
the engine would cause when in use on the road. TTie drive is 
not liiie the smooth pedalling of a rider, but a rough gun-like 
action instead. 

I think that a gear of 13^ to 1 on a long hill would very 
likely overheat the engine; so much so that, in spite of 
pedalling, the machine would stop. I think that in actual 
use a I5 h.p. built into a lightweight motor cycle frame 
is about the lowest h.p. for all-round use on the' road. ■ 


Mul!i-pole Sparking Plugs. 

Sir, — I notice in your issue of the 21st ult. a letter from 
Lodge Bros, and Co. in answ jr to letter signed E. P. 
Thomas (page 1370) in wliich they say there is no necessity 
to go to the expense Of fitting a double spark magneto, as 
)jrecisely the same result can be obtained with an ordinary 
magneto and double pole plug. Now the Bosch Ma-gneto Go. 
have already told us in The Motor Oi/clc. that an ordinary 
magneto used witii a double pole plug will cause damage 
to the armature winding. As both the above mentioned 
firms happen to be experts, may I ask what the poor layman 
is to think? Both firms cannot be correct, so perhaps they 
will be so good as to tell us poor seekers after knowledge 
whether a double pole plug used with an ordinary magneto 
does or does -not injure the armature windiig and i/n: 
rca.wns. ONE OF THE SEEKERS.'- 

Where to Pay Local Taxation Licences. 

Sir, — As a London man, I wish to make some little 
protest against Mr. W. H. Browne's letter. I am in agree- 
ment with his desire to penalise the " unclean connties^," 
but, as far as London is concerned, the matter is on- a 
different' footing. The cost of maintaining the Metropolitan 
Police is partly borne by the London County Counnil. 
but beyond this the London county authority has no control 
whatever over the Metropolitan Police District (extending 
from Esher on the west to Dartford on the east). The 
responsibility for police trans rests entirely on the Imperial 
Government (the Home Office, T believe) in general .and 
the Superintendent of the Metropolitan Police in particular. 
There is no reason, therefore, why licences shoiiltl not be 
taken out in London, as the county authorities camiot 
reduce the number of police tra|)s. . 

I believe also that in the matter of ten-mile limits the 
L(juilon County Council been nnsympatheUc to the 
appeals fi'oni the local boroughs for unnecessary ached uling. 


,Sir, — Every motorist, 1 think, will agree that the 
;\dviee <'OMtained in Mr. Browne's letter is worth following, 
as an organised boycott of the counties in which police traps 
are regularly worked is the best niean.'s of forcibly drawing 
att,ention to what is a most vindictive practice. According 
to the daily papers, the Iradesnien in Gc-lalming are 

JANUARY 4th, igi2. 

beginning to feel the eifects of the boycott instituted by the 
motorists in tlie district, owing to tlir traps in the town, 
and have applied to the council to do away with the sama. 
If a boycott of the county councils themselves were bs-ought 
about, I should say more notics would be taken of, it, as 
the councils would lose the noney, whereas, m the instance 
quoted, the tradesmen suffer, who are not responsible for the 

^With regard to the county of Derbyshire, which is 
given in Mr. Browne's list, I can say the police methods 
could well be taken as a model by other countries, especi- 
ally those in the South, as I do not know of any traps or 
prosecutions simply for exceeding the limit. A few cases 
of dangerous driving have been taken up, and in these it has 
been pruvta beyond doubt that the drivers were to bar . 

As secretary ot the Derby and District JI.C.C, I have on 
all occasions oeen titaic. wit the utmost courtesy by police 
officials when arranging triajs, hill ;;limbs, etc., "in the 

I do not know whether the postal' officials undertake to 
forward receipts for licences, but I make the offer to 
motor cyclists residing m trap infected districts, that if 
revenue forms, duly filled up and signed, be sent to me 
(13, Wilson Street, Derby), with covering cheque or postal 
order, I will undertake to pay same here and forward official 
receipt. A. B. BENNETT. 

Hon. Sec. Derby and District M.C.C. 

Proposed Abolition of Cut-outs. 

Sir, — I have ridden a lot this summer «'ith a 1911 
3i h.p. and side-^ar of popular make, and have- had many 
an enjoyable run, but if my " cut-out," which is only 
necessary to use on hills, Avere made illegal those hills 
A^ould become impossible. I quite agree that a powerful 
machine with an open exhaust can be, and frequently is. a 
nuisance to other road users and the public generally, but 
there can be no doubt that the poor owner of a 3^ h.p. and 
sidecar, if his "cut-out" be prohibited, will find it 
impossible to use his sidecar. E. J. WEIGHT. 

Handicapping Club Competitions. 

Sir, — Is there any workable nietliod of handicanping 
successful competitors in hill-climbing competitions? In our 
club, of about 100 members, we know for a certainty that 
our six hill-climbing competitions this year will be won 
by not more than five members. It must be admitted they 
are all real good tip-top men, capable of holding their owii 
with .the best, but a club is not run for the benefit of 
anyone or a dozen members, but for the whole body. When 
there are such good men in a clubr it is useless for the 
average rider to compete. He has absolutely no chance at 
all, and rtever will have until some workable form of handi- 
capping is universally adopte-l. C. B. ROBINSON, 

Hon. sec. Westmorland M.C.C. 

The Tyre World. 

' Sir, — '" Ixioii," in his •' Occasional Cummeuts," touches 
upon one of the most vital forehead-creasing troubles in the 
motor cycle world, viz., suitable tyres. It is apparent that 
the muck lauded types standardised by nearly all motor cycle 
manufacturers are totally unsuited to the genera! requirements 
jf users who claim to do any long distance riding. 

Why will not these manufacturers fit wearable covers, 
whicb can be honestly recommended, and be part and parcel 
of their productions ? 

Whes will they wake up to the fact that a reallv good hard- 
working cover, listed, fitted, and advertised as a coadjunct, 
will tend to sell their machines? 

There is no reason to run round the world and back again 
to seek the reason of many of these firms fitting unwearable 
and cheap covers. The fact is that they buy in the cheapest 
market, and when tlie machine is sold, their liability, as far as 
tyres are concerned, becomes a negligible one. Any ensuing 
trouble has either to be taken up against the tyre manu- 
facturer bv the motor cyclist, or his agent. 

In the Ia5t Six Days' Trials the " penny wise and pound 
foolish " policy of fitting cheap and nasty tyres was painfully 
plain to see. The writer was present and saw two competitors 
ictuallv wear out five of these unsuitable covers during the 
1,000 odd miles. FREDK. J. THISTLETFWAITE. 



Sir, -ilr. A. Newman suggests a tour for Mr. Frank 
Smith's Clyno and sidecar, and, amongst other places, he 
includes Honister Pass. I suppose he knows the road oi 
else he would not mention it, but he might as well ask 
Mr. Smith to ride up Great Gable. I know the Butter- 
mere district, and ha^-e frequently walked up and down 
Honister, and only last Easter I helped to turn a 90 h.p. 
racer round whicli had failed to get up. The road is at 
least eight inches deep in loose slag, and it is absolutely 
impossible for any motor vehicle to climb it from the 
Buttermere side, at least in my opinion. I do not think 
i\lr. Newman is quite sporting in asking Jlr. Smith to 
accomplish the impossible. 


How to Prevent Side-slip. 

Sir, — ^I have read your interesting article on the above, 
but have never seen mentioned the advantages in grease 
of a free engine w-hen handle-bar controlled. 

I find that when riding over a specially greasy patch, and I 
wish to reduce the speed of the motor cycle, it is very much 
better to slip the clutch and race the engine a little rather 
than check the speed of both the engine and cycle by raising 
the exhaust valve. I suppose gyroscopic action must come 
into play ; at all events it arrests the slip of the road wlieels 
and steadies the machine immediately. I may say I have 
my clutch control fitted on the right handle-bar grip and 
the exhaust lifter on the left, so that if the noise of the 
explosions gets unpleasant when engine is running free, I 
simply raise the lifter and the engine continues to revolve 
without noise. This gives a verv nice control. 


Sir, — I see in Tlit Mutor Ci/ih: of tlie 21st ult., a piioto- 
graph of iliss Hobson, who savs she believed there is only 
one other lady in Lincolnsliire who rides a motor cycle. I am 
enclosing you a photograph of myself and 2J h.p. Douglas 
(gentleman's model) which I have been riding since last July. 

Miss Nellie Drury and her diamond-frame Douglas. She is supposJd to 
be the third lady motor cyclist in Lincolnshire. 

Durmg that time I have ridden about 1.500 miles, my longest 
journey being on July 23rd, when I rode from Sturton-by-Stow 
to Y'armouth. a distance of 131 miles, in eight hours. 

I find no difficulty ui managing the machine, having had the 
saddle removed and a seat fixed on the carrier. I have also 
had guards fixed over the belt and engine. As regards dress, 
I think an ordinary walking skirt and long mackintosh quit,e 
suitable. T agree with Miss Hobson that many more ladies 
would join the ranks if they only knew ,liDw simple and 
fascinating a motor cvcle really is. 


Tolls and Taxes. 

Sir, — I should like to express my approval of the remarks 
of " C.R. 10^0 " in your last issue. At the time of the 
naval review at Spithead I aud a few friends motored to 
Portsmouth. We went from Southampton by way of the 
Bursledon Bridge and paid the toll of 3d. each. Being 
strangers to the district, we were unaware that a retuin 
ticket could be obtained for 4^d., neither were we en- 
lightened. We were very surprised upon our return the 
same day to find another 3d. per head demanded, as we 
certainly thought thai one payment would take us through 
upon both occasions. I think, with your correspondent, 
that it is high time such impositions as these were 
abolished, ' ' THOS. C. OWEN. - 

Lubrication Systems. 

Sir, — In your recent article on lubrication systems you men- 
tion some disadvantages of the splash system as applied to the 
internal fly-wheeled engine big ends. 

Now in an external flywheel engine two of these dis- 
advantages are eliminated. The big end dips right into 
the oil at every revolution, thus getting far better lubrica- 
tion than if flywheels were thei'e to fling the oil away. Also 
t-he balance weights of the single piece crankshaft dip. 
throwing enough oil on to the cylinder walls. Again, owing 
to there being uo internal flywheels, there is hardly any 
I)o\ver absorbed by internal friction of theoil. 

Take an internal flywheel engine, remove cylinder or 
piston, and revolve the engine by hand, taking hold of the 
top end of connecting rod, and if the crank case has the 
usual amount of oil in it. quite an appreciable resistance 
will be felt, while it the crank case be dry and no oil on 
the flywheels it is surprising how much more easily the 
engine revolves. 

i\ow take the grooving of big-end bushes. M,y idea of 
lubricating the big end is to get the oil there and keep it 
there, and not allow it to escape by other grooves, like 
one engine I know, which has the bearing .surface of the 
big end I'educed almost by a third by a number of spiral 
oil grooves. The oil is supposed to get in by one end of 
the grooves, and what does_get there travels through the 
spirals out to the other end bush. This. I think, is an 
absurd arrangement, because the oil should stay in the 
bearing, and should only escape after having lubricated 
the surface of crank pin and bush. , 

One system of oil grooves which I used with great success 
was to drill the connecting rod with two holes from tlie 
top (of big end), leading to two horizontal grooves half-way 
down the bush, these grooves having bliad ends. The oil 
got there, of course, and only escaped after doing useful 
work, lubricating the bearing properly. 

The size of big-end bearings is not sufficient, too, W'hen 
we realise thai the present-day big end is about the same 
size as the old De Dion tricycle engine, it is absurd lu 
imagine t1iat these bearings will wear properly when we 
load them to the extent of another 50% h,p. This, of 
course, is leaving out the question of bearing material, 
lubrication, and engine speed. 

One thing whichj. am sorry to see discarded is plain 
bearing.* for the engine-shaft. I. certainly thiidi that engines 

JANUARY 4th, igii 

used to run more sweetly than those fitted with ball bear- 
ings, as there was a certain cushioning effect with the 
former, whereas witti the latter I think engines have a\ 
certain an.ount of "ring" about. them caused by ball bear- 
ings. It is not an" unknown thing for a ball race to come; 
loose in the crank case. Then what is to be done? Either 
try and find another ball race which is a better fit, or 
fake the old one. by nickel plating it for instance, so as to 
make it a tight fit. 

It would be interesting to hear the opinion of riders of 
external flywheel engines and others on the above points. 


The Quality o£ Modern Tyres. 

Sir, — With regard to correspondence on the quality of 
modern' tyres. 1 purchased recently a heavy studded tyre,.,' 
guaranteed for 3,000 miles. After a 600 miles tour I found 
the studs worn away. I wrote the makers for an explanation, 
but receiving no answer wrote again, and am still waiting 
and this is the way they carry out their promises. 


A Suggestion for Sec o id-hand Sales. 

Sir, — A ditticu'iy o'ieii arises When one, as a priv-ate 
advertiser, is disposing of a motor cycle, as the purchaser 
seldom brings the amount in cash, and in dealing with 
s.ra.-gers ii is unwise to accept a cheque. Quite recently I 
advertised a machine for sale in The Motor Cycle, and a 
gentleman travelled a long distance by ti'ain to inspect it. 
He decided to buy, but the amount being between £50 and 
£50, naturally could not hand mc the purchase price in 
cash, and although, as far as appearances went, everything 
wa."; in his favour, I could not Bring myself to accept his 
cheque ; we theiefore decided upon the following plan. The 
cheque was handed to me, and the machine deposited with 
the proprietor of a well-known garage, to whom we both 
handed our visiting cards, and the undertaking was entered 
into that the machine was not to be released except in the 
presence of both parties, an appointment being fixed for 
t'lree Invs Inter. I" the meantime, the cheque was cleared, 
the appointment duly kept, and the machine handed over 
-^to its new Owner. I daresay quite a number of holes might 
be picked in the arrangement if viewed from a strictly 
legal standpoint, and one of them would be that we could 
aiot make the garage proprietor responsible. The plan 
worked excellently, however, in our case, and it might, we 
thought, be acceptable to other persons placed in a similar 
situation. The advertisement ajDpeared on a Thursday 
morning and the machine was sold the. same day, while on my 
rtturu home a caller was waiting, purch.ase money in hand, 
and I subsequently received several additional offers. i 



"Pedal Cyclist" wishes to warn readers not to fill the, 
carbide containers of combined lamps or separate generators, 
more than half full at -most. He has seen several motor 
cyclists All the container without allowing for expansion, with 
the result that the decomposed carbide formed into a solic), 
practically, gas-tight mass, thus choking the -gas- outlet's. 


Tho motor cycle section ol the Coventrv and Warwickshire M.C. assembled for (lie " Yulotide " run Inst Sa-urday. 

JANUARY 4th. igi2. 

A selection of questions of general 
interest received from readers and our 
replies thereto. All queries should 
r be addressed to the Editor, "The 
: Motor Cycle," 20, Tudor Street, E.C., 
and whether intended for publication 
or not must be accompanied by a 
stamped addressed envelope for reply. 

' The Steepest Hills. 

SWill you oblige me by giving 
a list of the first tour steepest 
, main road t«st hills in England as 
tar as known? — A.H.D. 
Four ot the steepest bills in this country 
are : Sutton Bank, maximum gradient 1 
in 3.96; Uraen How Hill, about 1 in 4 
{both these are in Yorkshire) ; Birdlip, 
near Gloucester, about 1 in 5 ; Porlock, 
Somerset, 1 in 3.4. 

Tbe Use o( a Release Valve. 
' Will you kindly answer these 

questions? (1.) What is a release 
valve for in crank case ? Is it 
necessary? (2.) Is -[Vin. too 
much clearance between e.xhaust 
and tappet? (3.) Can I start a 5 h.p. 
twin, free engine (on engine-shaft), mag- 
neto ignition, 'with a handle ? If not, 
- why?— L.A. 2435. 

(1.) A release valve serves to get rid of 
compression in the crank case. JMost of 
the pressure in the crank case is released 
so that oil is not blown through the bear- 
ings. (2.) Yes. The clearance should be 
a-bout .j^in. (3.) It is very difficult to start 
a V-type twin with a handle on the engine- 
shaft, because unless the handle be geared 
up it is almost impossible to turn tbe 
engine fast enough to enable a motor cycle 
magneto to give a sufficiently strong spark 
tp ignite the charge. 

Magneto Tiiring. 
Would you kindly inform me 
on the following points : (1.) The 
Bosch Co. say, when the piston is 
at the top dead centre of com- 
pression stroke, the distance be- 
" tween the trailing edge of the armature 
.» and the pole piece that it is leaving 
''. should be 5 mm. Where is the arma- 
■,: ture when the highest tension is gene- 
. ; rated, as I wish to make the points 
i break at that particular point ? (2. ) I 
■.'have been riding a Chater-Lea-Lagonda 
■; this season; now I have bought a new 
' two-speed Humber. I gave the old 
machine in part payment. Can I use 
the same registration letter and numljer 
• . on my machine? — Anxious. 
(1.) Y'ou will not go far wrong if you set 
tiie magneto as pointed out to yoii by the 
Bosch Co. For information regarding the 
maximum position of the armature, which 
we presume you require to know, we refer 
you to " Motor Cycles and How to 
Alanage Them," fourteenth edition, pages 
57, 58, and 59. This book can be obtained 
from these offices, price -Is. 2d. post free. 
(2.) No, you would have to cancel the 
registration of your old macMne, and, if 
you wish to retain your old number, ask 
leave to have this number allotted to your 
new machine. 





Your best route would be as follows : St. 
Helens, Ormskirk, Preston, Clitheroe, 
Gisburn, Skipton, Ilkley, Otley, Harro- 
gate, to Starbeck. The distance would be 
approximately eighty-two miles. The 
route we have given you avoids most of 
the big towns 

Colchester to Bristol. 
I have often seen details of 
cross-country routes given in 
your paper in answer to corre- 
spondents. I should be obliged if 
you could let me know if there 
is a road from here (Colchester) to 
Bristol avoiding London. I have done 
the journey through London several 
times, but it is not a ride that I should 
care to do at this time of the 
year.— LB 963. 
Your best route would be as follow-s : 
Colchester, Braintree, Bishop Stortford, 
Ware, Hertford, Hatfield, St. Albans, 
Watford, Rickmansworth, Denhara, Ux- 
bridge, to Coliibrook, where you find 
yoorself on the Bath Road. Then you 
continue through Maidenhead, Reading, 
Hungerford, Marlborough, Calne, Chip- 
penham, to Bristol. 

St. Hjlens to Starbeck. 
As pn old reader of your 
paper, 1 shall be obliged if you 
will inf 01 m me the best way 
from here (St. Helens) to Star- 
beck (near Harrogate, York- 
Kindly also give distance. — 

The Calthorpe two-speed countershaft gear, which 
is driven by a short chain, the final tratlsmission 
being by belt, as shown. The gear wheels are 
always in mesh, and engagement is eflected by 
means of internal expanding clutches brought into 
operation by a long lever at the side of the tank. 


Correspondents are urged to write 
clearly, and on one side of the paper 
only, numbering each query separately 
and keeping a copy, for ea^e of refer- 
ence. Letters containing legal queries 
should be marked " Legal " in the left- 
hand corner of envelope, and should 
be kept distinct from questions bearing 
on technical subjects. 

Two-speed Single and Sidecar. 

(1.) I am purchasing a 1910 
3^ li.p. Bradbury two-speed 
machine and am looking out for 
a sidecar for use with same. (2.) 
I should much prefer a coach built 
car similar to Messrs. Mead and 
Deakin's Canoelet sidecar. I am told, 
however, that this is too heavy for 
the machine and should be glad to 
know your opinion on the matter. (3.) 
I do not want to go in for a high- 
power machine, as the main use I shall 
have for it will be solo riding to and 
. from business every day, and it will 
only he on comparatively rare occasions 
that I shall use the sidecar.— H.B.S. , 
(1.) With a two speed motor bicycle you 
should be able to climb most hills, but of 
course, with a 3^ h.p., you have not much 
reserve of power. (2.) The Canoelet side- 
car weighs 77 lbs., which is not at all 
excessive ; 90 lbs. being not unusual. 
(3.) As you intend to Use the inauhine 
chiefly for solo work, we feel sure you will 
be able to manage satisfactorily. 

Choosing a New Machine. 
(1.) Do you think the Arno 3^ 
h.p. fitted with a Sturmey- 
Archer three-speed gear, free 
engine, strong enough to take 
a Montgomery sidecar, driver, 
and passenger, combined weight 18 
stones, up any hill round about Shef- 
field? (2.) "Do you think the Arno 
method of fastening the engine to the 
frame reliable? (3.) Would you pre- 
fer a two or three-speed on this machine 
for the work for which I require it? 
(4.) Which start do you think is ths 
best — pedal, handle, or kick? (5.) For 
changing gears which would you advise, 
foot change or handle-bar? — H.B. 
We have a good opinion of the machine 
about which you specially enquire, and 
think it would suit your purpose. (1.) 
The machine shoulo certainly be powerful 
enough to take a sidecar fitted with the 
three-speed gear mentioned. (2.) The 
method of attaching the engine to the 
flame is quite reliable. (3.) There is no 
doubt that the three-speed gear would be 
the more efficieat, as the intermediate gear 
IS of great advantage, but probably the 
two-speed would be slightly more substan- 
tial. (4.) The advantages of pedal or kick 
starting are that it is more certain, and no 
Icose handle need be carried. (5.) It is 
merely a matter of what tho rider is used 
to — some prefer the foot and some tho 
hand. Tbe Bowden gear has both 
methods. The Stiirmey-Archer levsr is on 

the top tube. 


Bur4on-on -Trent to Portsuiouth. 
[^ Will jou kindly > !ige bv giving 
1^1 me. tlie" best routes from Burton- 
LD on-Trent to Portsmoutli ?^P.L.C. 
You will find the following routes suitable : 
Burton - on - Trent, Ashby - de - la - Zoucb, 
Atherstone, and along Watling Street 
to the "Three Pots" Inn, then turn to 
tlie right through Wolvey to Coventry. 
In this way you avoid the miles of trams 
at Bedwprth and beyond. On viA 
Southam, Banbury, Oxford, Didcot, 
Abingdon, Newlnuy, Winchester, Bishop's 
Waltham, Farehaiii, Cosham, to Ports- 
mouth. , Return via Cosham, Petersfield, 
Greatham, Alton, Basingstoke, Aldermas- 
ton, follow Bath Road almost to Theale, 
where turn to left via Pangbourne, Streat- 
ley, Wallingford, Oxford, Banbury, War- 
wick, Kenilworth, Stonebridge, Colesliill, 
Lichfield, Alrewas, to Burton-on-Trent. 
The roads should be fairly good. 

Registration lor Short Periods. 

My brother resides permanently 
in the South of France, and rides 
a Douglas. He is coming over to 
England for a holiday and bring- 
ing his motor with him for three 
weeks, and then returns to France. 
Which is the best road route to St. 
]\[alo from St. Jean d'Angely_ (which 
is in Charente Inferieure) ? 1 under- 
stand he does not carry a registration 
number in France at all. Must he 
register on the English system whilst 
over here, or would a simple " F " plate 
be in order ? — C.P. 
The best route would be through Niort, 
Fontenay, Chantonnay, Montaign, Nantes, 
Bain, Rennes, and St. Malo. It would be 
worth while your brother becoming a 
touring member of the Auto Cycle Union. 
Unless he exhibits French registration 
numbers and an international plate, he 
will have to carry British numbers, pay 
registration fee of 5a,, and the £1 local 
ta.xation licence. 

Transfer of Numliers. 

I have been reported for riding 

^_| a machine with false numbers and 

"j. I for not having it registered. 

_LJ Herewith are full particulars of 

my case:. In November, 1910, I 

look out a registration No. C 869 for a 

J'." and .M. .machine. In May, 1911, I 

sold .the machine on the condition that 

■ (lie purchaser should take but a fresii. 

nuiiilier, and I should retain my old 

iuiniber, as I was about to buy a. more 

up-to-date- P. and M. machine, which 1 

• did, and fixed my ol4 No. C859 on llic 

second machine. Now what I waiit to 

know is whetlier I am light or wrong 

in doing as stated? — L.B. 

'I'he trouble seems to be due to the fact 

that you did not inform the authorities 

that you had sold tlio machine, and that 

they wero to cauccl the rogistralinn 

thereof. Tlierc is no qnesfion of .selling tin' 

niaohine on condition that the purcliiiscr 

.should take out a fresh number. You are 

<!rilitled by law to cancel the regiHtration, 

;i[]d I lie. purchaser has then no iiltornalive 

but to take out a fresh number. If you 

then write to the authorities and ask le;ivc 

to rclain your old nunihois they will |n'o- 

bably agi'eo to your ro()uest. Wc should 

I'CGoinnicnd you to write to the supciiri 

tendeut, or chief constable, and tiill him 

the facts of tlio case, and Ihal you artrd 

enlircly in ignoiaiu e. 

Horse-j)Ower of Twins. 
(1.) The 60x76 -J.A.P. twin 
^ri engine is described by the Match- 
^ less Company as 3 h.p. and by 
-U the P.V. firm as .3^ h.p. Now if 
the former be correct it would be 
1-llth more powerful than the Douglas 
2| h.p. 60 X 60 ; if the latter be correct 
it WQuld be 3-llths more powerful. 
Now I wish to buy a twin that will 
be at least J h.p. more than the 
Douglas, but I would not change for 
a paltry 1-llth. (2.) Could you give me 
the names Of firms who supply 5^, 3|, 
and 4 h.p. twins of good make? Theue 
is a remarkable absence of medium 
powered twins, in the list' recently 
published by you. (3.)" W''ould the belt 
tension be the same for all positions , of 
the back wheel while "springing" on. 
the P.V.?— J.H.J. ■ 
(1.) The nominal horse-power given by 
makers is not much guide unless the 
size is known. You may take it that the 
power of a motor cycle engine varies as 
the capacity. This is iiot absolutely true, 
as the compression ratio, number of 
revolutions, size of valves, etc., all have 
an influence on the matter, but as these 
do not vary very considerably they may 
be ignored without serious lesults. (2.) Iha 
J.A.P. engine you refer to is 430 c.c, 
Douglas, Humber, and Centaur 340 c.c, 
Enfield 343 c.c, Forward 344 c.c, N.S.U. 
395 c.c, Wulfruna and Slartin Racer 
498 c.c, Scott 535 c.c, and Premier 
548 c.c. So if we reckon the Douglas 
as 2| h.p., the J.A.P. would be nearlj' 
3-^ h.p; ; as a matter of fact both engines 
give considerably more. Twins are 
generally made as lightweights under 
350 c.c or heavyweights 5 h.p. and 
upwards. (3.) The belt tension will vary 
slightly, but the variation will not be 
appreciable. The machine is most com- 
fortable to ride. 


JANUARY 4fh, 1912. 

Compression Increased by Longer Piston, 

I should like to know if you can 
advise me on the following points. 
I have an old Minerva 2 h.p., 
70 X 75 mm., a.o.i.v.., which 
used to - run - very- well until I 
had the cylinder reground ajid new 
pistons and rings' fitted.' The cylinder 
has a separate liead, -and when the 
head of cylinder., is removed the piston 
. appears for a quarter of an iaeh above 
the top of the cylinder. . The timing" 
and compression are right,, and the car- 
buretter which used to. run ifc so well 
will only . produce ten miles per hour'- 
I cannot get any 'more or any less. I 
might say that the old piston came 
flush with top of cylinder. \Wovdd the 
new piston coming a' qukrter of an inch 
• higher affect the engine to this 
extent ? as I ani told it has altered the 
cubical capacity of- engine:^-D.AiP. 
From what you say- it is evident tha.t a 
, longer piston has been fitted. This does 
not alter the cubic -capacity which depends 
upon- the .bore- and stroke, but has con- 
siderably increased the compression ratio. 
This will seriously affect the running, 
and w'e should advise you to obtain a 
piston of the same length as the old one. 


Readers desirous of obtaining the experiences 
of others with various motor cycles or accessories 
must enclose a stamped addressed envelope in 
which the replies may be forwarded. Answers 
to the queries below should be addressed c/o 
The Editor. 

" CM." (Perth).— 2i, 3, and 3^ h.p. Lin- 
coln Elk. With and without sidecar. 

"F.C.B." (Eastbourne).— 7-9 h.p. Indian. 
Reliability and petrol consumption. 

"D..J." (Portadown). — 2i h.p. Lincoln- 
Elk. Reliability and hiU-climbing. Also 
Shamrock-Gloria belts. 

"E.C.S." (Worthing).— Triumph new 
foot control of ignition. 

Misi Pauline Chase christening a new molor bicycle before proceeding to the Duke of York's Theatre to resume 
her pari of Peter Pan. Miss Chase has played the ick nearly a thousand limes. 

January 4th, 1912. 

THE MOTOR CYCLE.— (Suppi-Ement iii.; 

Advertisements. 4,5 

Comparisons are Odious- 

but we really feei compelled to give you a packet this week. 
We are being deluged with enquiries week by week, since the 
Show, asking what we can allow on various machines in part 
payment for others, either new or seccnd-hand. We note 
that some firms are offering the most ridiculous prices for old 
machines, in part payment for new or second-hand ones. The 
prices that they are offering are such as they really cannot afford 
to allow except by deluding the customer. Their system appears 
to be offering to allow big prices, subject to approval, and the 
innocent customer sends his machine up, expecting to get this 
wonderful allowance ; instead of that, he gets a letter stating 
that they regretfully inform him that they cannot possibly 
make the allowance, as, now they have seen it, it is not 
worth as much as they anticipated by some £10 or £15. If, 
as has been the case in several instances that we know 
of, they decline ihe.r offer, then the prospective customer 
has the carriage to pay back, either to his own place, 
or to "Hitchen's of Morecambe — that is, to the man who does 
not offer any fancy prices, but who names within a trifle of 
what he is actually prepared to allow, and who also offers 
this option, in the case of first-class machines, that if the 
deal cannot be put through, the machine will be returned to 
you CARRIAGE PAID. On the other hand, they may allow 
their fancy offer to stand, but you will find that what they 
allow more than the fair value of the Motor Cycle is added 
twice over to the actual value of the Motor Cycle you are 
about to purchase, so in the end you get done, as of course 
they don"t allow you to return the Motor Cycle and have your 
money back, as is the case v;ith Hitchen's. 

Then again, you pick up the papers and read perhaps 
that one of these firms will Send you anything you like, from 

a Sparking Plug to a Motor Cycle, on approv?.!, on receipt of 
the cash, and from this yr'U naturally conclude that if you 
don-t like the machine, you are at liberty to send it back, 
and have your monpy back, as with Hitchen's. but, when you 
come to try it you find, to your sorrow, that it is not so, 
but that it simply means they are only prepared to exchange 
It for another. They have got your money, and you have to 
lake v/hat they iiku, and you keep on paying carriage time 
after time. 

With Hitchen's, you have- it straight from the s'noulder 
week after veek : if anything you get from us does not suit 
you. return it within three days and HAVE YOUR MONEY 
BACK IN FULL. !f, however, you live so far off that it is 
impossible to send a machine back so as to arrive within 
three days, we are prepared to extend the approval period t(<*| 
six days. Wc don't ask you to send the machine back and 
exchange it for another, unless it is your wish to adopt this 
course, but we simply send the money back IN FULL, and 
you can then have a packet with some other firm. 

ALL our machines are guaranteed to be in perfect 
RUNNING ORDER, as we keep expert mechanics on the job 
to make them so, if they are not in order when they come to us. 

By the bye, we are contracting agents for P. & M.'s, Scotts, 
Zeniths, Pats. Matchless, Humber, Douglas. Clyno. Bradbury, 
Premier, A. C, Morgans : also can supply Rudge, Hobart. B.S.A., 
Triumphs, Enfield, A.S.L., and any other good machine on best 
of terms. Cash, deferred, and exchange. 

We have several New Lists just come in from the printer. 
Send a postcard stating your wants, also ask for any advice 
you may want. 

You cannot h.ave forgotten the address — 

Morecambe, Lancashire. 



^ ' 


"The Passenger Machine" 

That takes you out and brings you 
home again with the speed of an 
Express Train, and the quietness of 
a ;^i,ooo car. 

Weeks' Delivery from 
date of Order Guaran- 

Spare Parts in 
Stock for En- 
*''"" Gear, and 

For Immediate Delivery. 

1912 8 h.p. Passenger Model 70 guineas. 

1912 6 h.p. T.T. Roadster Model 54 guineas. 




"The Only Authorised AGENTS"— 


184, Great Portland Street, LONDON, W. 


40/- Rubber-Stud Covers. 

A few Shop-soiled to clear at 

22/6 each 


Not damaged or old stock. They carry same guarantee 
as ordinary new goods. 


FOX (Dept. D.), 30, John Bright Street, BIRMINGHAM. 

In answering Ihese advcrtiscmrnts it is desirable to mention '" T7ie Motor Cycle.' 


THE MOTOR CYCLE.— (Supplement iv.) 

January 4TH, 1912. 



ADVERTISEMENTS in these columns 
—First 14 words or less 1/6, and Id. per word 
after. Eacli paragraph is charged separately. 
Name and address must be counted. In the 
case of Trade Advertisements a series ol 
thirteen insertions is charged as twelve. 

All advertisements in this section should he 
accompanied with remittance, and be addressed 
to tne offices of " The Motor Cycle," Coventry. 
To ensure insertion letters shou.d be posted in 
time to reach the offices of " The Motor Cycle," 
Coventry, or London (20, Xudor Street, E.C.), by 
the first post on Friday morning previous to 
the day of issue. 

AU letters relating to advertisements should 
state distinctly under what heading and in what 
issue the announcement appeared. 


For the convenience of purchasers of second-hand 
motor cycles, the atlvertisements are classified into dis- 
tricts, as many readers Uke to know what machines are 
for sale in their immediate neighbourhood before going 
further afield. 

Plan showing division of England into Sections. 





Vork and Lancashire. 


Carnarvon, Denbigh, Flint, Cheshire, Derby, Stafford, 

Shropshire, Montgomery, and Merioneth. 


Nottingham, Lincoln, Leicester, Rutland, Northampton, 


Norfr,lk, Suffolk, CambridKe, Huntingdon, and Bedford. 

V\'orCMt(;r, Hereford, Radnor, Brecknock, Monmouth. 
Glamorgan, Carmarthen, Cardigan, and Pembroke. 

Clouci'ster, O.tford, nuckinghara, Berks, Wilts and Hants 

II<ilford, Essex, Middlesex, Surrey, Kent, and Sussex 
'jMerset, Devon, Dorset, and Cornwall. 


Ireland and Isle of Man. .. 





You can prove It by 
asking for our To-day's 
LIST, which includes— 

ii.p. £ 

47+8. -2^ 1911 Dougirs 30 

4749- si 1908 Brown 15 

475S. si ig 1 1 Single-speed Number 30 

4775. 2I igii 2-speed Enfield 35 

4777. 5-6 1910 4-cylinder F.N 30 

4784. 3* igji T:T. Ariel 30 

4786. 4i igio Twin Minerva 22 10 

4792. 5-6 1911 4-cylinder F.N 35 

4793- 3+ 191 1 Bat 35 

4700. 34 1910 P. & M 42 

4738. S 19 1 1 Chafer-Lea No. 7 and eoaeh- 

built Sidecar 70 gns. 

4738. 3^ 1909 P. & M. and Sidecar 38 gns. 

4741. 3! 1910 Ariel, variable gear .... 30 gns. 

4742. 3i 1908 Triumph and Sidecar 30 

4745. 2I 1911 3-sp. New Hudson 35 

4731. 3* 1911 2-so. Humber 36 

4733. 6 19'*'^ ^ '^^ '^''"''»^-Lia and Sidecar 40 

4729. 2i 1910 Roval Enfeld 24 

4730. 2 1910 Moto-Rsve 21 

4727. 3I 1911 Kerry-Abingdon 32 10 

4723. 3* 1908 Triumph 27 10 

4722. 2j 1911 Douglas 32 10 

4720. 3i igio 2-speed Number 30 

4719. 2I 1911 Douglas 30 

4603. 3J 1910 standard Triumph 35 

4605. 5-6 1910 4-cyl. F.N 25 

4607. 3i 1911 Kerry-Abingdon 32 

4707. 3^ igro Lincoln-Elk 23 

4706. 2i 1911 Lady's Motosacoche 29 

4701. 2| igog Twin N.S.U 20 

46g9. 3i 1910 2-5peed Number 30 gns. 

4692. 4I igog 4-cvl. F.N 20 

46.8g. 3* 1910 Tourist Rex 28 10 

4686. 3I igit Zenith Gradua 42 10 

4677. 3i 1910 Bradbury 30 

4685. 3* 19 J I 2-speed Number 37 10 

4670. 3j igri Bradbury 35 

4420. 3J igii F.E. Premier 40 gns. 

3894. ijigioF.E. Motosacoche 22 10 

4308. 7 1910 2-speed V.S. and Sidecar . . 40 gns. 

The largest stock of Up-to-date Motor Cycles 
ever gathered under one roof, including igiz 
models, which all desire but few can get. New 
19 II models of the most famous makes; and 
genuine second-hand machines overhauled and 
put in perfect repair. h,very macluue fuUy 
guaranteed and certain to satisfy. 



5777 Holbom. 

Wires : 
" Opificer, London." 


For the convenience of advertisers, letters may b© 
Addressed to numbers at "'The Motor Cycle'* Office, 
When this is desired, 2d. will be charged for registration, 
and three stamped and addressed envelopes must be sent 
for forwarding replies. Only the number will appear in 
the advertisement. Replies should be addressed, *' Nb. 
000, c/o ■ The Motor Cycle,' Coventry " ; or ii " London " 
is added to the address, then to the number given, c/O 
"The Motor Cycle," 20, Tudor Street, E.C. 


Person-s who hesitate to send money to unknown persons 
may deal in perfect safety by availing themselves of our 
Deposit System. If the money be deposited with " The 
Motor Cycle," both parties are advised of this receipt. 

The time allowed for a decision after receipt of the 
goods is three days, and if a sale is effected we remit the 
amount to the seller, but if not we return the amount 
to the depositor, and each party to the transaction pays 
carriage one way. For all transactions exceeding £10 m 
value, a deposit fee, of 2s. 6d. is charged, when under 
£10 the' fee is is. All deposit matters are dealt with at 
Coventry, and cheques and money orders should be made 
payable to IlifEe and Sons Limited, 


Readers who reply to advertisements and receive no 
answer to their enquiries are requested to regard the 
silence as an indication th t the ocds Bdvertised have 
already been disposed of. Ad'ertisers cften reccise so 
many enquiries that it is quite impcssible to reply to each 
one by pest. 



Northumberland, Cumberland, Durham, and 

1 QIO Free Engine EsceI<sior, a splendid machine; 
*.»? ( fEers or exchange for twin.— Bone. Wycombe St-, 

31.h.p. Triumph, magneto, b.b-c, just been overhauled; 
2 £18, a bargain— Turvey and Co-, The Motor 
i'Mise, Sunderland- 

3ih.p. Triumph, 1907, Tritb 1910 cylinder and piston, 
2 magneto and h b c. ; .£23 to clear.— Turvey and 
Co., The Motor House, Sunderland. 

3ih.p. Royal Enfield Twin Lightweight, new Ju,ne, 
4 1910, in grand runnin?,' order ; £24. bargain.— 
Turvey and Co-, The Mutor Hou^e, Sunderland. 

Sib. p. 1909 Hex. magneto, Araae carburetter, h.b.c, 
2 in grand order; £22 to clear—Turvey and Co., 
The Motor House, Sunderland- 

3ih.p. Humber, 1911, only been in u*~e 2 months,- 2- 
2 speed gear, practically good as new : a bargain, 
£35.— Tuivey and Co., The Motor House, Sunderland. 

31.h.p. Triumph, free engine, just delivered ; iinmedi- 
2 ate delivery from stock-— Turvey and Co., The 
lutcr House, Sunderland- 

33.h,p. N.S-U. Twin, magneto, h.b.c. belt tensioncr, 
4 spring fork^. sp;ires, perfect condition; £22.— 
Llolmes, Dnuster House, Durham. 

A .J.S., 2ih.p-, 2-speed. free engine, chain drive, brand 
i\. new; list price £46/4, a' rcpt £4ii, or nearest-— 
.duir, Yarm Lane Corner, Stockton- 

3JLh.p. 1910 N-SU., 2-speed gear model, complete 
2 witU sidecar, lamp, and born, in perfect condi- 
tion; £37/10.-App!y, Shaw. 39, Eldred St-, Carlisle- 

TRUSTY Triumph, 1909. September, perfect condi- 
tion inwide and out, Uuun. genera lui, horn, and 
numerous spares; £30- — Holmes, Uimtiter Houcie, 

3h.p. Autonioto, h.b.c. B. and B., 26in. wheels, very 
low. spring c^ent pillar, Brm-ks, horn, reliable; for 
qui(!k sale £6, or nearest- — Bishoplirigg, Crown St., 

TRIUMPH, SJh.p. (2/12/07), newly plated and 
pnainpIltMl, niv.v Keuipyhall front, new Horn back, 
new Derinatiiip belt, hnni, and tools; £26.— Dent, joiner, 
Tiinthorpe, Middlcshrongh. 

York and Lancasfiire. • 

INDIAN, 7h.p., blue, condition excellent : £47/10— 
—Seal and Boll, Southpnrt. 

"I 008 Triumph, new Palmer renr. Dnnlr.p belt, a fine 
XU mount: £26.— Cru-s. jeweller, RulliLrJ-iini. 

lOll Standard Triuiiipb. in tine order, £.';9-. 1911 
X*J T.T. Triumph, £37; 1911 Bh.p. 2fpeed Mutch- 
ICBfl twin, belt, £60.— CrosH, agent, RotlierhuuL 


Til an^wrring theae adve'^'HscmcrUs it is ^/cst/aWe to mention " The Motor Ci/rh,.** 

January 4th, 1912. 

THE MOTOR CYCLE.— (Supplement v.) 


1912 MODELS 1912 



Early Deliveries — Best Exchanges. 

TRIUMPH, igog, two speeds £37 13 

PHANOMEN, 6 h.p. twin, two speeds £35 

TWIN REX. 6 h.p., accuTiiiiator ignition £13 10 

5h h-P- Twin REX, free engine £11 10 

3i h.p. REX, M.O.V., low Duilt £6 18 

riilNERVA, Twin. 4A b. p., spring forks £ld 10 

N.S.U., 4. h.p,, brand new, .ingle-cylinder, 

ideal sidecar machine ; listed £48 £3S 

REX DE LUXE, 5 h.p., twin, two speeds,, 

handlestarting, M.O.V., 1911 model . . £43 10 
REX DE LUXE, 5 h.p^ twin, twd speeds, 

1910 £42 10 

REX, 3J h.p., spring forks, magneto, h.-b. 

control, igog model £22 M 

KUMBER, 3J h.p., igog, two speeds, 

handle starting, h.-b. control £23 10 

REX, 3i h.p., igo8, spring forks, magneto, 

h.-b. control, beautiful condilioo .. £15 10 

N.S.U., 3^ h.p., two speeds, magneto £19 10 

N.S.U., ^t h.p., magneto, good order £16 10 

QUADRANT, 3J h.p., magnoto.spring forks £16 10 

REX, s h.p.. twin, with forecar £9 10 

riS.U., 3* h.p., M.O.V., magneto £15 10 

W.S.U„3h.p., M.O.V., niceorder £10 

REX DE LUXE, two speeds, magneto, 

handle starting, h.-b. control £26 10 

ENFIELD, 2ih.p., M.O.V., ace. ignition £9 10 

TRIUMPH, 2i h.p £6 10 

HOEART, 3 h.p., vertical eni^ine, low .... £810 
ROYAL STAR, 2^ h.p.. vertical engine .. £5 10 
KERRY, 2^ h.p., 26in, wheels, vertical 

engine £8 10 

OLYMPIIi, 3j h.p., vertical engine, 26111. 

wheels £6 10 

PREMIER, 3; h.p.. igi2. three-speed ut-ar £58 
PREMIER, 3.^ h.p.. IQ12, three-SDced gear £47 5 

QUADRANT, 3 h.p., vertical engine £5 10 

ARIEL, 3J h.p., vertical engine, M.O.V., 

26in, wheels, nice condition £8 13 



TWIN REX, air-cooled, belt drive. Fit-all 

two-speed gear £14 10 

STEVENS 4 h.p., single-cylinder, air-cooled 

Roc two-speed gear, handle startinii £14 10 

TWIN REX, 5 h.p., air-cooled £9 10 


DAHRACQ, 9 h.p., two-seater £15 15 

EAGLE, 14 h.p., four-cylinder, ftve-scater, 

two Speeds and reverse £23 13 

NUMBER, 5i b.p., iwo-seater. bucket 

seats, two speeds and reverse £13 10 

PHCENIX, 8 h.p.,- two-cylinders, magneto, 

hoods, screen, and lamps £55 


Darracq Chassis, with wheels, tyres, steer- 
ing gear : ; £5 Q 

Gear Box, three speeds and reverse £4 Q 

Longuemare Carburetter, h.b. control .... 76 

Ditto, B. & B., and Amac 12 ^6 

Back WTieel, with Roc 2-speed and zl tyro £5 'q 
Twelve Accumulators, want cleaning' each 1 /6 

New Pistons, 5i mm. bore each 2/6 

New Twin Roc Cylinder, M.O.V 12/6 

Good Rigid Sidecar 57/6 

Powell and Hannier 276 Lamp ■ 12/6 

New 26 X 2i Tubes, with valves 3 '10 

Tee Bee Spring Seat-pillar 7/5 

Carburetters, Longuemare ancl l-'.N 4 '6 

New Araac Carburetter, h.b. control .... 5 '- 
Long Handle-bars, drop ends . . 5/6 and 6j'6 
Coronet Silencers, up to 5 h.p. . . 33 and 4 '6 

XL'Ali Spring Forks , 9 'o 

Gripskin Belting, ^in. lOd., I'm. lid., lin. 1 '- ' 
Wide Mudguards, 3in. 2,3, 4ln. 2/11 per pair. 

Handle-bar Watches, with holders 43 

New Sidecar Frame and Wheel 35 '_ 

Trembler Coils, 6/6 ; plain 2/11 

Powell and Hanmer ^i Lamp « . . 11 .'6 

i5 Guinea Lowen Sidecar £5 q 

Nearly New Coronet Sidecar £3 iq 

New 4^ Sc-ew*cutting Lathe. £9 10 or e.\change. 
New 3;.in. Trearlle 'Latlie, £3 or exchange. 

Booth's ^otorles, 

Keighley MUis, Bedford ■^'^«t North, Halifax. 
Tel. 1062. 


1 Q 11 5h.p. Free Engine Indian, new June, 1 911, 
i^ very little ridden; £45.— Below. 

in spk-udid ccn- 

IQll 5-6h.p. 2-speed Matchless and Coach-built Side- 
S~tJ L-ar, 2 F.K.S. lamps, Cowey, Rpare tubes, cover, 
valves, etc., good as new; £65.— Balow. 

3-speed and free ensiJie. 
. been very little used; 

IQll 4h.p. Bat, new Ansust 18th. 

X ^ dition, numerous spares ; £35. 

-j Qll 41i.p (86x100) S.P.K,. 

JLiJ splendid sidecar nmchine, 

cost £55, to ^quick bnyei £33.- 

:cod machine, in fine eon 

peed Premier, delivered here De 
£52.— Below. 

1 Q09 F.E. Triumpli. a real 
-B-f/ dition; £31.— Below. 
1 Qll New 3ih.p, 
Xt/ eeuiber 23rd, 1911 

1 Qll 3ih.p. Standard Premier, adjustable pulley, ab- 
X*^ solntely new; £40.— Pickles, Motor Agents, 
Keigbley. Tel.: 259 Kfi^hlej-T 

"I Q08 5h-p- Kox, just enamelled, plated, and re-bushed, 
Xt./ perfect : £18.-86, Fargate, Shcfliel.l- 

LIYEKPOOL Offirial A<ients for dumber and Dot 
Henry Whitlock and Co., 40. Hope Si 

MOTOR Cycle. 23h.p , exchange for 3Jli-p. engine; 
offers.- Letters, 36, Tonbrid^e St., Leedts. 


1 Qll 31.1i.p. 2-?poed Humber. new and unused 
Xt/ ca.^h offer accepted.— Collier, Westgale 

PRESTON".— Several seeond-hand modern motor cycle>, 
all in coed order, guaranteed, for sale or csobange 

PRESTON.— Yoiu npw mount fix up new with us and 
thuo ensure freedom from motor worries during 

PRESTON.— We 'are sole distrir-t " agents fcr Zenit]>- 
Graduas, Rex-Jap, Ivy Precision, etc., but can fix 
you up with almost any make, and take your prescul 
Qonnt in exchange.- Note addre-;s. the Motor vxvle- 
House, 82a, Fisheii^ate [next door to Fishergate Post 
Office). Preston. 

CLTNOS and Rudgcs, multi-speeds ; deliver Man-h : 
book now to seiyire-— Smith. Motor Agent, Hor- 

T. PARISH, Bradbury and Dcuglas fpeciali?t, Prcpiton 
—Orders being taken; good se.ond-hand machines, 

5 h.p. Indian, 
sidecar outfit. 

1910; £35; lately os'tThauled : gettins 
Edward Tiune, Mostyn, Aigburtli 

1911, free engine. 5h p-. machine and tyre.- 
new condition; £45/10.— Chadwiuk, Cedar St. 




HALU-'AX.— 1911 3ih.p. 2-speed Rex de Luxe, only 
used about SCO miles; £39/10, — lb, ^vestgate, 

3ih-p. Excelsior, £47 1911 model, everythintr as new. 
2 £32; also Whittle, 3x7ft. Sin., 15/-.— 1, Crown 
St . Chorlcy- 

Chapel St., 


SCOTT. 1910. 4h.p., 2-.«peed. chain driven, 
goin? condition; £35. — Dr. Rces,. CI 
Lei,?h, Ltmcs. 

TRIUMPH, recently overhauled. 1911 handle- 
now tyres, etc-; £26.-103, Waterloo Terrace,, Preston- 

1 QIO 5h.p. Indian, red. tine condition; £37: cx- 
X«7 [-lianire 1911 2-speed Douglas-— 5, Bank Build- 

intj^. Me!t):am 

PHELON and Metre [June, 1911}. c;nditioD unusually 
gcdd.-done 2,000; £50— Smith, Bank Hou^e, 
Tliorner. Leeds. 

"I Q08 Triumnb, 2 speeds, now condition, Kempsball 
Xt/ reiir. luk- 2 up any hill; £31.— Midgley, Bethel 
Rd.. Rotberham-. 

"1 Qlli Motii-Rive, 2ih.p., twin, new tyres and belt, in 
X*7 excellent condition; £39, or exchange— 17, Pee) 
St., Accrin.ijton. 

1 QIO Premier, 33h.p. twin. Iiura^_ lamp, horn, tools 

f( otboard.'i, tine 
wri^'^ht, -Stockport- 


£28.— Henshaw, wheel- 

1 Q07 Sj^h.p. Trimnpli. magneto, spring 
Xt/ tyrt.-, cx' client condition; £20, 

Hildcn St.. Bolton. 

forks, fitnddrd 
or cfler— 65, 

1Q09 3ih,p. Scott, late. 1910 improvements, splendid! 
«> condition, all ai-._e.s^orie3; £28/10-- Blackburn, 
Atlas Lane, Brigliou^e- ' 

MATCHLESS Twin. 6h n., m.o.T-. new August. 1910 
perfect; any trl:d ; £42.— F. Carter, 27. TMiitwortl 
Rd-, Grangetcwn,- Tcrks- '' " ■ 

IQll B-SA.. new, delivered too late for customer; 
Xt7 .for iminediate i-'ale ■;\-ill accept £39; the chaacc 
ji a lifetime.— Hey, Nccmanton. 

SCOTT, 1911. brand new, not covered 200 mile;; owner 
buying.; car. will accept £59 ; this is a genuine bar- 
4iun.— Spence. Ncrfb Parade, Ripon, 

ARIEL, 3ih-p . 191i;. and sidecar, free engine, vari- 
able gear, Wliittle belt, as new: £45, or sell eepar- 
ate.-Butler, 261. KirUstall Rd., Leedti- 

_ T.T. James, done 60 only, bargain. £44 
fibow model ; new sidecar, £4/10.— Anderson, 
James agent, Gorsehill. Stretford, Manchester- 

1 QlO: Standard Triumph, like new, free engine clutch: 
X*/ sell or 'exchange_for twin_. with_eidec;ar, or any 
kind scrap metal.- 


We are not making sidecars " Bath " or " Hansom 
Cab " pattern, weighing il cwts. Our sidecars 
average 53 lbs., are stronger than the clumsy frealis 
mentioned above, and 3J h.p. machines can take 
tliem comfortably. Wc know what is required. 

Model 12. — £7. 

IModelD.— £712s.6d. 

Insiiitclive Cuialogue post free, giving 
iUusiraiions and fxiU particulars of all models 
of Coronet Sidecars. Every model certain to 
satisfy and save money for f-nyers. Full of 
improvevtenls. Quick detachable joints. 
Latest car pattern mudguards. It'iclcer, cane, 
or coach-built bodies. Child's reversible seat. 
Excellent upholstei-^y. 

NOTE front arm which grips main tube of sidecar, 

which is the only correct mechanical luethod — 

nothing lopsided about this attachment. 

Delivery from stock to suit TRIUMPHS, 

N.S.U.'s, REXES, P. ik M.'s.. BRADBURYS, etc. 

Discounts to Agents. 


o/" each. 


New Dunlops, 28 x 2 and 2^, wired edges . . 10/6 

Dunlops, 28 X 2, beaded, heavy treads 14/9 

.'4 X 2 and 2} Beaded Clipper Covers, new . . 8/6 

Dcst QuaUty Butt-eaded Tubes 7/9 

i5o New Tubes 26 x z^ 5/11 

Kubber-studded Covers, bc^t make 25/- 


4 h.p. Twin N.S.U., with Bosch gear-driven 

magneto, brand new from makers £11 10 

4 h.p. Twin N.S.U., with magneto £9 

i\ h.p. CLEMENT GARRARD pattern . . 27/6 

j'h.p. EAFNTR, silencer, etc £3 10 

Water-cooled FAFNIR with broken cranli case £110 

g h.p. DARRACy, water-cooled £9 10 

10 h.p. CLEMENT, two cylinder £12 10 

3i h.p. REX, M.O.V £3 10 

3i h.p. AuTOMOTO £2 -0 I 2 Cvclone, m.o.v. £1 15 

ijh.p. Mi.N'EiiVA ■ £1 8 2j h.p. Brown- ..£35 

3 h.p. (Ju.'VDR.ANT £3 I 2} h.p. Minerva £3 5 

E.\changes entertained. 


V\ e have a large slock of the best makes Irom 
59/6. \our old coil and ace, taken in exchange. 

22/- and your carb. secures a new B. and L. 
with h.b. control. 

20/- and your carburetter secures a new Amac 
with variable jet and h.b. control. 
Delivery per return. 

1 Q12 3ib.p. 

-82, Thorncs Lane, Wakefield. 
In ansu-erhxg theae adverti-semenU X i$ desirahle to me-Jition 

■ IVie Motor Cycle.'" 


48 Advertisements. 

THE* MOTOR CYCLE.— (Supplement vi.) 

January 4th, 1913. 

£6 6s. model less apron. £6 6s. model with apron. 

£7 7s. model. £8 85. model. 

26 X 2i Micheliii tyres. Double Cee Springs, Wide 
mudguard. Three-point suspension. Dropped bearer 
bar if desired. Double stove enamelled. 
Guaranteed twelve months. Need we say more ? ? ? 
Special New Year Clearance of New, Shop-soiledi 
and Second-hand Goods. All reduced. Subject 
unsold. Approval; S.S. denotes shop-soiled only. 
S.H. denotes second-hand. 

PALMER Cord Cover, 650x65 mm., fit 

26x2iin. rim, studded; list price, 

52 Q ;' our price 39/6 S.S. 

DUNLOP, 26x2jin., studded, beaded. .-30/- S.S. 
CONTINENTAL Model de Course Cover, 

26X 2in ; 20/- S.S. 

TURCO, 26 X 2.Un. extra heavy Studded 

Cover ." 17/6 New. 

ROM Rubber and Sted Studded, 26 x 2 25/- S.S. 

G. & J. 28 X ziin. heavy Studded 32/6 New. 

CONTINENTAL 26X 2]iu., Fox retread, 

studded 15/- S.H. 

TURCO 26 X 2in. heavy Studded 17/6 New. 

MICHELIN 26x2J,in. Beaded Cover .. 21/- New. 
CLINCHER 26 X 2.\ Ribbed tread, heavy, 

beaded , 15/- S.S. 

AVON 2.^x2in. 7-line, special bargain,, 

beaded \8/6 New. 

ROM 28 X 2in. combination, steel and 

rubber 20 /- New 

Accumulators, Fuller, 20 amp., 4 volt ; 

list price 17 /G; clear at 8/- New. 

liosch Magneto, DA2, single-cylinder, 

f^4 i-)S. model, 'cw, but slightly soiled, 

perfect spark 60 '- 

Long Bars, bkck celluloid covered .... 6/6 New. 

Long Bars, plated 5/- New. 

Triumph Pattern Herns 3/9 New. 

Three-twist Horns, large size 4/- New, 

C.A.V. Coils, guarantee! 12 months .... 11 '9 New. 

Trinotc Horns, 3 separate notes 8/- New. 

liinote Horns, 2 separate notes 6/- New. 

Tubular Carriers, btst oufiUly 4/B New. 

Footrcsls, plated end pieces .... pair 3/6 


I'.R.S. Lamp, less front, Mangin lens . , 12/6 S.H. 
POWELL & HANMEK, separate fi<'ii- 

crator, 27/6 line 10 '- S.H. 


3n/- line 14/6 S.S. 

I'.R.S., side fixing, Mangin lens 15/- S.H. 

1M<.S. "iOfift. beam model, want's front 17/- S.H. 

PORTLAND Lamp alone, less glasses . . 5/9 S.S, 

Separate (iein;rator type Lamps 6/0 S.S. 

RUSHMOKl-: ]Kiltern Lamps, divided 

glasses 12/6 S.S 

P. & IL self-oiitaincd 17 '6 S.S. 

l-.K.S., M mgin lens, as new 17/6 S.H. 

M.iiiy other gotnls too numerous to m(-iition. Let 
us have your requirements. 



"36 Gt.Portlahd St. LONDON >^' J 


1 Q09 Sih.p. Brown spring forks, Brown-Barlow car- 
J-*/ buretter, beet fittings, perfect condition; £18, or 
p.p'irest ; trial, .appointment.— Milner. Westbonine E.d., 


"I tfcOS 3;jli.p. N.S.U., magneto, new belt, and 1 in good 
X*7 condition. £20; aleo T T. 1911 Bradbury, lamp, 
horn, tools, etc., £33.— Dobson, Motors, Bury. Nat. 
Tel. : 294 

BARGAIN.— 1908 5h.p. V-S.. Bosch, Truflault forks, 
Whittle belt, B. and ii., in splendid order, except- 
ing front cylinder broken: £16/10, or near ofler.~15 
Glovei St., Pre?;ton. 

1 Oil Premier, £34; 1911 Bradbury, £35; 1910 Tii- 
Xe7 umph, £35; 19-10 P. and M., £38; 1912 Xn- 
iiuipbs, P. and M.'s, Bradburys, Ivy motor cycles.— T. 
Eccd, Nettlesworth. 

QEE, Write, or Wire, Geo. Merrick; be's the man for 
1^ Bradburys; in stock, Rudge, fi.S-A-, A-J.S., 

NS-TT., and runabouts-— Mexiick' 3 Stores, Lieteihills, 

Bradford. Tel.:' 2459. 

TRIUMPH, free engine, new August, run 700 
miles; owner bouglrt car; .vith lamp, born, etc.; 
£47 ; mackintosh suit, 20/-, new.— Graydon. 19, Kensing- 
ton Rd., St. Annea-on-Sea. 

THREE Ml -i.r Cycles, cheap, good running order; 
must-'be Id to make room for new titock; ako !'■ 

and M., 3ih-5 L911, with sidef^r; owner buyinc car.— 
350, Waterlqp. ri[iKldnr-fi..'!a. 

rQll 23h.p. Enfield, jii^t overhauled by makers, new 
*y tyres, all tojls, accessoriepi, host of eparee. tyres, 
tubes, chains, Talres, etc; £45, deposit.— No. 9,210, 
The Motor Cycle Officer, Coventry. 

1 Oi^l Bargains.— BradbuTV, sbcp-soiled. £39; 2ih.p. 
JL«J' 2-fipeed F.N., in .splendid order, £32; 35h.p, 
Premier, run 150 miles, £35; 14-guinea-MillfoTd castor 
cane sidecar, hardly u.-ed, £11/5.- The Brighouf^e Motor 
Agency, Bailifle Bridge, Brighouse. 


Carnarvon, Denbigh, Flint, Cheshire, Derby, 
Stafford, Shropshire, Montgomery, and 

THE North Wales Motor Exchange, Rhosddu, Wrex- 
ham. Tel.: 283. 

EYERY Machine ^a genuine bargain; we invite' in- 

"I Q12 Free Engine Rudge, uncrated ; fir-st cheque £55. 

■jQll 3;h.r. James, CAP. carburetter, Jones epeed- 
X *J oineter, Lucas headlight ; £40. 

"IQIO Royal Enfield, only done 500 miles: £25. 

N.S.U., 3shp-, 1910 machine, brand new Kempfihall 
on bai^'k, new Shamrock-Gloria belt, fitted with 
N.S.U. 2-spr'pd gear, fine sidecar machine, in beautiful 
condition; £35. 

"jQll Bradbury,. abc:olutely like new; £35. 
1009 Triumph, fine' condition ; £30. 

3ih.p. Quadrant, Bosch magneto, spring forks, very 
2; £17. 

"jQ08 Slip. Twin Rex, grand order, footboards; £25. 

EARLY Delivery of Rudge, A.J.S-, James, Humber'^. 
Douglas, guaranteed : write at once, and let u-^ 
quote you for your present mount. 

PHELON and Moore, new 1911 model, just arrived 
from makers; best offer.- Moss, Wem. 

5h.p. Twiu Peugeot, 2-pppod; any trial arranged; £15 
cash, or exchange-- Gittins, Lawn, Oswestry. 

F.N., 1909 J, 5-6h.p., 4-cyl,, magneto, perfect, order; 
cash 20 guineas.— U. Smith, Rutland Sq-, Bake- 

TRIUMPH. 1911. September, eluteh model, very littU 
used, p(,Tfei;t condition.- Fitztiii 


tiiiumone. CqtiqI St., 

INDIAN, 1911. bine, 2-speed, standard, perfect condi 
ti,-n; what (;ffer,i?— Particulars, Bariington, Junc- 
tion Rd., Lccl;. 

1 Q12 Bradbury, new, in crate; offers wanted; owner 
X.9J ordered abroad. — Box 9,220, The Motor Uycie. 
Oflice«, Coventry. 

1 Q12 Free Engine Rudge, new; oflnra wanted; take 
±•7 Triumph part. —No. 9,219, The Motor Cycle 
Olflces, Coventry. 

3hfp. Quadrant, B. and B., adjuHtohlo pulley, fitniid, 
carrier, lamp, perfect order; £10.-96, Ovcrend 
Bt., Weat Bromwieli. 

QXh-P- F.K,, magneto, uIho 3ih.p. accumulator, both 
t>2 piirfoct; inn.'t nell ; going abroad; bflcrs. — 34, 
l'aradi«o St., Northwich. 

NORTON, 3ih p., touring, 1911 engine, winner nmrier- 
OUH hill-climb»; full purticulurs; £30, oAith.— 
Miicdonald, Crich, Matloik. 

^rWlN-CYT*. Rex, magneto, very fa«t, has not been 
J used fur «onin time; £13/10, gi 

Williuni«, motor agent. Bala. 

groat barguin.- 

ZENITH, 6h.p., brand new, 1912 model, 

actually in stock £70 7 

RUDGE, 3^ h.p.,new 1912 clutch model, in 

stock ; £55 

RUDGE, 3^ h.p., tourist, 1912 model, new, 

in stock £48 1 5 

REX, 6 h.p,; igti, 2-speed, de luxe models, 

new £48; 15 

RUDGEj Z^ h.p., rgri, tourist, like new, 

bargain £37 10 

TRIUMPH, 3-1 h.p., practically new, 1911 

clutch model £42 10 

F.N., 4^ h.p., lour-cylinder, like new £30 

REX 5 h.p. de Luxe, new, igii models £60 

BRADBURY, 3* h.p., verUcal engine, spr. forks £18 
PREIVtlER, sfh.p., iqio, twin, very fast .. £32 
MINERVA, 4i h.p., twin, spr. forks, good tyres £22 
REX, 5 h.p., igio, mode) de Luxe, two speeds £42 
SCOTT, two speeds, inagnetq, Palmer tyres .. £28 
REX, IQIO, 5 h.p., M.O.V., gold medal winner. £35 
REX, 191 1, 7 h.p., two speeds, escelleut order £51 

REX, 5 h.p,, magneto, very fast £24 

TRIUMPH, 1909, 3^ h.^)., standard model £32 

ARIEL, 1910, 3jh.p., footboards fitted, F.E. £30 ■ 
N.S.U. , 1908, 5i h.p., two soeeds, perfect ,... £25 

TRIUMPH, 1908, 3ih.p., XL'All saddle £34 

REX, 1907, 5 h.p., free engine, spring forks .. £16 

REX, 5 h.p., i9ioi, two-speed, M.O.V £42 

PEUGEOT, 7-9 h.p. Twiu, magneto, pan seat £26 

ARIEL, 2J h.p., lightweight model £10 

MATCHLESS-J.A.P. 8 h.p., side valves £37 

ANGLIAN, 2^ h.p., good running order £6 

KER»Y ABINGDON, 1910. 3ih.p.. clutch .. £32 
REX, init, 7 h.p., tourist model, very fast. . £37 

HUMBER, loii, Sjh.p. two speeds £37 

REX DE LUXE, si h.p., two speeds, magneto £24 

REX DE LUXE, srh.p., 1911, as new £44 

RUDGE, 1912, clutch models in stock £55 

RUDGE, 1912, standard, in stock £49 

TRIUMPH, 1911, clutch model, as new £44 

T.A.C., igio, 7 h.p. I'cur- cylinder, three speeds £45 

N.S.U., Si h.p., magneto, crenm finish £22 

TRIUMPH, 191 1, clutch, k'ontgomery sidecar £50 

V.S., 5 h.p., igoS, magneto, Truffaults £32 

REX Sidette, 5 h.p., 1911 model, as new .... £45 

N.S.U., 3:{ h.p., 1910 model, hke new £28 

ANTOINF, s h.p., footboards, just overhauled £20 

HUMBER, 3* h.p., 1909, two-speed £32 

TRIUMPH, s'i h.p., loog, footboards £34 

N.S.U., 3i h.p., magneto, spring forks £22 

CALTHO~RPE, 3i hp , iqh model, as new .. £38 

ZENITH, 4 h.p. igii model £42 

N.S.U., 3J h.p., very low, magneto £17 

V.S., 7/g h.p., two speeds, fine sidecax mount £38 
SINGER, 3* h.p., igi I, only done 100, 1\E... £47 

TRUMP-JAP, gray hnish, igii model £32 

50/- deposit secures — 

LLOYDS. 2 h.p £10 BARTER, 2J h.p... £8 

MINERVA, 2 h.p. .. £6 L.C., 3 h.p £10 

GUNARD, 3h.p. ..£10 RIP, 2.^ h.p £8 

QUADRANT, U h.p. £8 AmTOINE, 2I h.p. £7 
Balance 5/- weekly. 


REX Litettes, 191 1 models, as ;iew £50 

BROWN, 3^1 h.p., two speeds, air-cooled .... £16 
STAR Car, y h.p,, three spcrd=, engine under 

bonnet £25 

REXbTTE, 6 h.p., latest model £22 

REX I riette, 5 h.p., free engine £22 

I^FDELIA Car, loii nmdel, two speeds, 

macmeto, only done about 300 miles .... £45 
PEUGEOT, 9-11 h.p., s-cylinder, 3 speeds and 

reverse, dual ignition £25 

PH(ENIX Ouadcar, 8 h.]i., 2-seatcr, hood, 

screen, magneto, etc., etc £30 

1911 REXES. 1911 

Wo have n few briuidnew and fully guaraiitcedt 
REXES to dispose of at advantageous prices. 
All models, Lowest prices. Send for Lists. 

Now comes your opportunity to purchase for 
summer. No storage charges. Exchange your 
under-powered single for a powerful 2-speed twin. 
Special exchange alluwanccs. 



I- O IX D o w w 

Tctrtphon*-- 652, MAyfair 
T.'ic^roine "Abdic;»fre" Loiidot* 




riiiii irtrsc advertisements it iaf^desiruhli: to mention " T!ie Motor CjicU.' 

January 4th, 1912. 

THE MOTOR CYCLE.— (Supplement vii.) 

Advertisements. 49 

The Halifax Motor Exchange 

Largest Rex Dealers, 


*Phone, 766. Tetegrams : " Perfection." 


E have a few Brand New igii TOURIST and 
DE LUXE REXES on hand, and we are pre- 
pared to make liberal allowances <or 
Second-hand Rexes in Exchange. Discount 
for Cash. Special quotations to the Trade. 


J912 Twin REX Sidette, in stock £75 

1911 3ih.p. 2-speed BRADBURY S37 10 

1911 34 ii.p. Touitst REX, done 730 miles £32 10 

igi-i 2j h.p. Two-speed REX Junior £39 10 

1911 3I h.p. REX, clutch model £37 10 

1911 5' h.p. Two-speed REX DE LUXE £47 10 

igiol Twin REX DE LUXE, brand NEW 47 Gns. 

IQIO 7 h.p. REX DE LUXE, two speeds £48 

1910 7 h.p. Twin REX, HOT STUFF £37 10 

1910 5 h.p. Twin REX, very fast £29 10 

1910 5 h.p. REX DE LUXE, fine sidecar machine £42 10 

IQIO 3* h.p. REX, ver\' fast, special machine £27 10 

Two speed, free engine Twin REX DE LUXE £27 10 

Twin REX DE LUXE, Roc clutch, wants tunmg up £16 10 

1908 3* h.p. Magneto REX, very fast £24 10 

1907 3* h.p. Masneto REX, springiforks £19 19 

51 h.p.'Tvnn REX DE LUXE, Roc clutch, sp. forks £24 10 
Brand New 3J h.p. REX, spring forks and pedals .. £31 

Brand New Twin Magneto REX £37 15 

2i h.p. 1910 Two-speed Magneto F.N £27 ID 

Magneto-TRIUMPH, spring forks, specially low . . £25 

3i h.p. REX, very good order £8 10 

3^ h.p. REX, very tine condition £15 10 

54 h.p. Tmn REX, extra good £16 10 

Four-cylinder F.N., magneto, spring forks £18 18 

F.N. Magneto Lightweight £16 10 

3l h.p. Magneto FAFNIR, M O.V £19 

3I H.p. W OLf , Stevens engine, h.-b. control £12 10 

Twin Magneto MOTO-REVE £17 10 

3 h.p. QUADRANT, spring forks, h.-b. control . . £12 10 

3 h.p NUMBER, chain drive £9 10 

MOTOSACOCHE, Druid forks £14 10 

WOLF, Lightweight £10 10 

Easy Payments at Special Rates. 


RTJDGE, 1912 modeI.s, early delivery guaranteed; cata- 
loETue _ free.— Talbot Garage, Ltd-, Stockport, 
sole agents for Stockport and dititriet. 

1 Qll Bradbury, as new, all spares, butt tubes, and 
J-t7 spare, two new Lysos, Lucas Projector, all per- 
fect; £38.-43, Edieston Rd-, - Crewo. 

MATCHLESS, 1912 models, early delivery guaranteed: 
eatalcsue free.— Talbot Garage, Ltd., Stockport, 
sole ageuts for Cheshire and Hi^'h Peak. 

T Q 11 2-5troke Levis Lightweight. Amac, hardly 
J-*-' ridden, condition throughout like new; complete 
with lamp, horn, cyclometer, etc.: £28-— Gordon. Baxter 
Rd., Sale. 

~|01J. B.SJL, in perfect condition, tyre-? as new, with 
JL*7 or without Albion free enirlne : £40, or near 
offer; property of an officer.— Apply. Fox, Wiiittington 
Earrackri Golf Club. Stuffs. 

RUDGE T.T,, July. 1911, good competition machine. 
capable 60 miles per hour, and has not been 
iaked, spares, £38; 1912 variable geared Rudges. at £60. 
and guaranteed delivery in February ; standard models 
immediate delivery.— Wedge, Willenhall. 


Nottingham, Lincoln, Leicester, Rutland, 
Northamptonshire, and Warwickshire. 




CA T\tW{IK '""i ^I' weekly secures prompt 
3Cr» WwWTI^ despatch of any of these machines. 
3 h p. QUADRANT. V belt, h.-b. control, sp. forks £12 10 
4. h.p. ANTOINE, M.O.V., good order, reliable .. £14 10 
Lightweight .MOTOSACOCHE,- spray, runs well .. £14 10 

3 h.p. QUADRANT £10 10 

2j h.p, KERRY, springf.forks £10 10 

Twin Magneto MOTO-REVE £17 10 

3i h.p. WOLF, spray, smart, h.-b. control £12 10 

5} h.p. Twin REX, fine machine £16 10 


15 h.p. 4-cyl. REX REMO, Bosch magneto, grand 

touring car, many accessories, spares- £160 

.16-20 h.p. 4-cylinder'WOLSELEY, 2-seater £49 10 

5i h.p. single-cyl. BABY PEUGEOT, 2-seater . . OFFERS 





1911 RIGID 


Backed by 10 years' experience. 

Every car guaranteed 12 months. 

"Popular," Clipper or Continental tyre .... £4 19 9 

"Superbe" type, with best tyre, apron, etc. £6 6 

Ditto, with reversible cfiiia s ^ai £7 

Ditto, with best coach-built body £7 12 6 

Improved Quick-detachable Joints are fitted to all 
models. Prompt delivery to suit Rexes, Triumphs 
N.S.U.'s, Indians, and any other make. 

Discount to Trade, Exchanges entertained. 

OR Singers. Jame=i, and Ariels, write, Cordock Cj-ck- 
and Motor Co.. Scunthorpe, Lini-s. 

3ih-p. Tounst Rex, new June, 1911, splendid condi- 
2 tion; £30.-51, Frederick Rd-, Stechford- 

3 h.p. Minerva, Eadie, £4; 3ih.p. Res, mffgneto, Bar- 
low, control, £10; exchange Triumph.— judge. 
Hoi beach. 

FOR Disposal, either 1910 F-E. Triumph, or 1909 2- 
ppeed F.E. Viudec, 5-6h-D— Claverholme, Stoke 
Park. Coventry. 

Id 12 Clutch an-d Standard Trium,.->h, nl.^o New Hud 
-I- »/ son, 3-specd, in stock.— Ma>ou, Triumph ab'tut . 

3 h.p. Fafnir. h-bc, go?d tyres, new belt, jnst over- 
hauled, spares; £10: seen by appointment.— R. R. 
Evans, Heath Terrace, Leamington. 

1011 Huuiber Lightweight, adjustable ignition, com 
Xi/ plet« tool kit, 2 new belts and snare inner tube. 
—8,624, The Motor Cycle Offices, Coventry. 

RUDGE, late 1911. F.E., not done 500 miles, con- 
dition and tjren as new; buying car; £45, offers.— 
C. Wakeman, 16, Broad St., Birmingham. 

P. and M., new April, 1911, perfect condition, 2) 
tyres, chain guard, geared tor sidecar, recently 
ovcrliauled by makers, iuclnding spares ; £50.— Morley, 
Station Rd , Wylde Green- . 

1 Qll Scott, brand new, never been used, for immedi- 
-l-t/ ate delivery. £60; splendid ' opportunity; also 
S-H- 1910 Scott, for £35; guaranteed.—Colmore Depot, 
31. Colmore Row, Birmingham. 

SINGER, 3:h.p., 191M2, with or without N.^-IJ. 2- 
speed gear, condition equal to new; price with 
spares and gear, £48; without gear £43.— No. 9,041, 
The Motor Cycle Offices, Coventry. 

8 h.p. Bat-Jap and Sidecar, Plielon and Moore 2-speed. 
large tyres all round, £56; 4h.p. twin Premier, 
liltle used,- like new, £32; .^1911 T-T- Triumph, splendid 
"ondition, £40.— Ling, Rempstone, Loughborough. 

REX, 3h.p , magneto, all latest improvements, foot- 
boards. Continental tyres, L)ruid forks, spring seat- 
pillar, brand new. only"been t&sted. drip feed.lubricatjr ; 
-acritice £31/10.-9,225, The Motor Cycle Offices, Cov- 

BRADBURY, 1910, very little used, in perfect con- 
dition throughout: ivill accept £32 for immediate 
cash sale; we. are-" now bookmi? orders for early deliveries 
of all models: price lists and full particulars en appli- 
cation free —Hay ward and Ball, Bradbury agents, Strat- 


Norfolk, Suffolk, Cambridge, Hunlingdcn. 
and Bedford. 

IQIO F.E. Triumph, gDod condition; £35,'10.-rarker 
X«/ and Son. 

"I Qll F-E. Triumph, new; £48.-rarkc-r and Son. 

11 F.E. Triumph, very little used, lamp, horn, 
mirror, etc. ; £45.— Parker and Son. 

11 T.T- Roadster, only ridden 1,500 miles. Dunlep 
belt : £42.— Parker and Son, St- Ivee, Hunt^. 

BRADBURTS.— Eariy delivery all models; new 1911 
standard, ofEere— G- Langley. Motor Depot, Bedford. 

£6, great bargain.- 23h.p. Kerry, h.b-c-. Brown and 
Barlow, perfect running order.— Aspiand, Thetford, 


LAMBERT, Thetford. for^ early deliveriea of 1912 
Triimipha, Bradburys, Matchless, Humbere, Rudges, 
B.S.A.. etc. 

■j Q 12 Bradburys ; guarant-?ed i delivery ; free engines, 
J^*J standards January, 2-speGd March; ca.^h. fc\sy 
payments, or exchange.- WijTjott Bros. Norwich. 

5, HEATH ST., 


Close to Hampstead 
Tube Station. 

Telegrams: "Rey, Hampstead." TeJ. 2678 P.O., Hampstead 


Takea on any Machine or Runabout. 



BRADBURY, 1912, standard £48 

BRADBURY, 1912, T.T.* £48 

BRADBURY, 1912, free engine £54 10 

BhADBURY, 1913. two-speed gear, Jan £55 

RUDGE, 1912 standard model £48 15 

RUDGE, 1912 T.T £48 15 

RUDGE, 1912 free engine £55 

ZENITH,'i9i2, 3} hp 53 Gns. 

ZENITH, 1912, 6 h.p 67 Gns. 

ZENITH, 1012. 8 h.p., 2 weeks 69<ans. 

BAT, 1912, 3i h.p., two-speed £59 

BAT, 1912, 6 h.p., two-speed, Jan £70 12 

BAT, I9i2,,8 h.p., two-speed, Jan £72 12 

F.N., 1912, 2j h.p., two-speed gear 45 Gns. 

F.N., 1912, .s-e h.p 50 Gns. 

SINGER, 3^ h.p., 1912, free engine £55 

LINCOLN ELK, 1912, 2i h.p £28 10 

tlNCOLN.ELK, 1912, 3 h.p £30 10 

L'lNCOLN'ELK, 1912, 3J h.p £34 

DOUGLAS, 1912, Model H' £47 

TRIUMPH, 1912, T.T. Roadster £50 

BEDELIA Cars 59 GnS. 

G. & N. Runabouts, 8 h.p. (in 6 weeks) 87 Gns. 

A.C., speed sociable t\-pe/(in,Feb.) £87 10 

Any other makes on application. 

1911 New Machines to c!ear at'Bargain Prices. 

B.S.A., 3* h.p., standard £50 model _. . . , £41 

HOBARf, 2.i h.p., lightweight, £38 model £29 

TRIUMPH T.T. Roadster, £50 model £47 

Sole London Agent for the famous LINCOLN ELK. Finest 
value on the marketfor.qualityand reliability. M\ models 
on view and for immediate delivery. 

Second-hand Machines at Bargain Prices to clear. 

BAT, 8 h.p., good condition, all accessories^ £28 

BAT, 8'h.p., 1910, with Millford sidecar £40 

LINCOLN ELK, 3j h.p., igri, clutch, and sidecar .. £30 

HOBART, 2i h.p., soiled only £29 

MOTO-.REVE, 1911 model, twin £19 

PRECISION, 2i h.p., 1911, ahnost new £25 

B.S.A., cf h.p., new cylinder w-anted £4 lO 

F.N., 44 h.p., good order £18 

F.N.,_2| h.p., two-speed, good condition, 1911 .... £27 

F.N. , 'four-cylinder, 1911, almost new £29 

F.N., 5-6 h.p., four-cylinder, igro £22 

REX, 6 h.p., I9ir, F.E £37 

REX, 4 h.p., T.T., twin, 1911 model, splendid order £26 

DOUGLAS, 2jb.p., 1910, fine order, all accessories £25 

DOUGLAS, 2} h.p., .1910, good order £23 

DOUGLAS, 1911, Model D, all accessories £26 

DOUGLAS, 1911, two-speed £33 

ZENITH, 1910, good order £32 

ZENITH, 1911 3* h.p £39 

ZENITH, 1911, 3i h.p £40 

ZENITH, 1911, 3i h.p £42 

TP.IUMPH, 1910, F.E £39 

TRIUMPH, igro, F.E £38 

BAT, 3i h.p., P. and M., two-speed gear £33 

All Accessories included on S.H. at the price advertised. 



£4-10 REY Sidecar £3-1 d 

\\'ith Hutctiinson or Michelin 26 x 2j Tyre and Tube ' 

30,'- extra. 

The famous" REY" EXHAUST WHISTLE now reducefl 

to 12/6 each. 


In answcrina these advertisements it is desirable, to miuition'. The Mnfor Ci/cle.". 

50 Advertisements. 

THE MOTOR CYCLE.— (Supplement vui.) 

January 4th, 1912. 

Beautifully Safe 

on greasy roads. 

JE5 5 0. 


with Cane Body, £6 0. 



wltb Beversible and Detacb* wlUi Coacb Ballt Body, 
Able Cbild'R Seat. £6 10 £7 0. 

Absolutely the finest value on the market. 


11 is admitted by experts that, owing to the unique 
design, far less power is required to propel Farrar's 

Sidecars than any other style on the market. 
NOTK OUR front arm which grips the Sidecar 
CENTRE, nothing lopsided about this attachment. 
OUR quick detachable joints are a treat. 
OUR cranked back axles are extensively copied, 
OUR design is the safest on the market. 
OUR 12 months' guarantee is honestly carried out, 

Discount to the trade. 
Delivery from stock to suit TRIUMPHS, REXES. 

P. & M.'s, N.S.U.'s, etc. 

Round or Car pattern mudguards at customers* 


26 X 2\m. Covers 18/6 

26 X 2lin. Tubes 9/9 



Heavy Rubber -studded Covers, 26X2J ..,, 18/8 

26x2} Hutchinson Heavy T.T, Covers .... 25/- 

26 X 2 and 26 X 2 J Wired-edge Covers 12/6 

Continental Rubber Non-skids, 26X 2J or 2J 30/- 

Hutchinson, ribbed tread, 26x2iin 18/6 

Continental, beaded, 26 x 2 18/6 

Tubes, all sizes, guaranteed 9/6 

New Butted Tube, 26 x 2^ 8/6 

New Butted Tube, 26 x 25 9/3 

Special Heavy 26 x 2\ Tubes, guaranteed . . 7 ^6 


Lycett's Carrier Toolbags, new 7/0 

X h.p. Electric Motor, 230 volts £7 

5J h.p. V/jUi-touit^d l-.Hf^ine and Clutch . . £7 

New 4 h.p. N.S.U. Engine, perfect £7 

5i h.p. Aster engine, water-cooled £7 

New Bosch Magneto, DA2, for single 75/- 

One ditto, second-hand 67/6 

Second-hand Bosch, wants repairs £1 

li h.p. Clement- Garrard engine 30/- 

Lomax non-sk id band, 700 x 85 7/6 

Trailer. 26in, wheels 25/- 

Goodlads speedometer, 5-40 ra.p.h 15/- 

Li^hi car chassis and tyres £4 

New Toolbags, gx 6x sjin 4/6 

Sidecar Aprons, green or red, with studs . . 7/6 

L)ruid Spring Forks, new £2 6 

New Lycett's Tubular Carriers 4/11 

New Lamp anil Generator, r'l.itcd 12/6 

i')T2 hrown and Harlow carburetters .... 29/- 

Longuemarc Carburetters 6/- 

Brown and Barlow Carburetters 7/6 


19, 21, 23, 25, Hopwood Lane, 
HALIFAX }Jrs:|r."or 

Telephone 9x9. 



rCllZ Torpedo Precu?ion. 2ih.p.; £37; best light- 
^ weight on tne market; £10 deposit, 50/- monthly. 
— Wilhnott Bros., Norwich. 

3ih.p. Quadrant, 1911 frame and ball bearing, Jtiosch 
2 magneto, spring forks, low built, footboards, in 
very good condition; £21.— Banks, 70. Mawsun Bd., 

B.S.A. ! B.S.A.I B.S.A.I — Early deliveries, of all 
models of these celebrated machines ; second-hand 
(cachinea part payment.— A. F. Qarnham and Co., sole 
agents, Ipswich. 

LATE 1910 5h.p. Indian, in exceptionallr good order, 
been carefully used, plate and enamel like new ; 
£33 ; want late 3 jh.p. magneto machine.— Wal Us, 29. 
Bills Rd.. Cambridge. 

3ih-p. Zenith, open ep/ing frame, Fafnir engine, free 
2 eneine, 2-t:peed gear, aecuinulator, spares, good 
tyres: £14, or nearest cash offer. —Lamoert, Fincham 
Common, Downham Market. 


Worcestershire, Herefordshire, Radnor, Breck- 
nock, Monmouth, Glamorgan, Carmarthen, 
Cardigan, and Pembroke. 

OOK Your Order early for Olyno- At present I can 
guarantee delivery this month ■— Below. 

IMMKDIATE Dehvery 1912 Zenith, Triumph. Rndge. 
B.S-A., Singer, Hnmber, New Hudson.-^larke'e 
Garage, Port Talbot. 

ARIEL, 3ih.p., 1910, free engine, variable gear Bplen- 
did condition; £30.— Toung, 19, Priory St., Dudley. 

FOR Earliest Deliveries of Triumph, Hnmber, En- 
fields, Singer, Premier, apply at once, Griffiths, 
Cycle Emporium, Llanelly. 


OUGLAS, 1911, late, ftret-clasa condition ; any 
trial; through sickness hardly used; beet offer.- 


9.209. The Motor Cycle Offices, Coventry. 

rRIUMPH. 3ih.p., September, 1910, good condition. 
horn. Gamer whistle ; any reasonable trial ; £36 : 
'.ought T.T, Triumph.-Kelly, Colliery agent, Dock Ht., 

SLIGHTLY Soiled 2}h.p. New Hudson, 3-ppeed, free 
engine, uAual price 47 guineas, gacrifice 37 guineas ; 
alfio 3ih.p. ditto, 2iin. tyres, usual price 57 guineas, 
sacrifice 47 guineas.— Ivor Roberts, Oxford St., Swansea- 

6 h.p. Twin, beautifully enamelled and plated, as new 
througliout, handle starting, cluteh, 1911 Bosch. 
a B.. adjustable pulley. Cantilever spring seat, forks, 
-^nscine pull anything ; exchange lighter machine ; sell, 
£32.-70. East Gate St., Cowbridge. 


Gloucester, Oxford, Buckingham, Berks 
Wilts, and Hants, and Channel Islands. 

"I Q093 Triumph Motor Cycle, brand new covers; 
At/ nearest offer to £30.— Stretton'e Garage, Glou- 
' -ester. 

TRIUMPH, 1910. recently overhauled by makers; £.'5 ; 
unexpectedly promoted abroad.- 23, Oldbniy Court 
Rd., Bristol. 

1 QlOi Douglaa, perfect condition, not used during 
J-tf the winter; £28, or exchange good sidecar com- 
bination.— 75, B. Square, Aldershot- 

IQll Standard Triumph, new, Palmer cord tyres, ex- i 
-Lt^ cellent opportunity for a bargain; what oflerB?- 
Morris Motor Cycle Garage, Oxford- 

IQll Humber 2h.p. Lightweight, new, Dunlop tyres. 
*-»/ excellent machine; great bargain, £30. — The 
Morris Motor Cycle Garage, Oxford. 

1 Q12 Triumphs.— We can give very early delivery of all 
A *^ nifMlels ; earth or eaay paymente.- Morris Motor 
Cycle Garage, Oxford. 

1 Q12 Enfield Lightweight, in stock for immediate de- 
-■■«-' livery; cash or easy payments.- Morris Motor 
Cycle Garage, Oxford. 

r^OUGLAS, 1911, 2-speed, free engine, clutch, hand 
'^ sterling, footboards, complete with acoesaories; 
£40— .T M. Coleman. 8, Parkend Rd., Gloucester. 

BROWN, 3ib.p., Bosch magneto, new Palmer oonl 

VII buck, jiirit beeu ovcruauled, new rings fitted . 

ei7/lO.— Ledboro' View, Candlemas Lane, Beucousfield. 
Bu' ks. 

pUIUMPTI, 3h,p., most reliable machine, in eplendid 
•>- cmidition, lamp, Jones Ppeedometer, etc.; £25; any 

'— Pliayre, Yorlishire Regiment, Blackdown, Farn- 


CLYNO. the Hidccnr manliine; we can give early de- 
livt-ry of 1912 models for cash or easy payments; 
triiil rurm arrnnged ut any time.— Morris Motor Cycle I 
Oariige, Oxford. I 

l">RAI)nnttY, new January 191(1 with 1911 cyl., I 
I > piston, (.'ood tyres, new belt, lamp, horn. Garner 
■.\ lil^tlc. p;itc'nt Ipiither luudgnard; £27. — Ll.Haaman, 1 
V'H. ia I,o(Ine, W'lkingbiini. 

DOUGLAS, 1911 model R., fontboardu, free engine. I 
liundle startiug, 2 Hijeeds, only ridden 500 mile«, * 
' nnditlon perfect, Kplendid Iritnp ami aceesHorie« ; bar- l 

lin. C'ln l!,-il1( M. Tfnv^trn Hon-^e, Westbiiry. Wilts. 


JANUARY 31st. 

Previous to our annual '' balance up ** wa will 
accept any reasonable ofiEer. 



1912 zi h.p. New Hudson, 3 speeds 67 Gns. 

1912 2I h.p. New Hudson, 3 speeds 47 Gnt. 

1912 2I h.p. A.J.S., 2 speeds, chain drive 44 Gni. 

Handy in grease, free from vibration, splendid 

1908 Twin-cylinder, verv good ,„ £16 

1910 zj h.p. Twin, very good £22 

rgii Single-cylinder, record machine £22 

igro 25 h.p. Twin, very fine order £23 

1910 2I h.p. Twin, with igi I fittings £24 

1909 2 J h.p. Twin, 50 x70 mm £20 

All have magneto, h.-b. control, Druid forks, 

loolbae. took, and inflator. 


1910 3i h.p., fine goer 

X910 3i b.p., extra good 

3* h.p. lyog ipeetl King, extra fine 

3 h.p. 1908 Featherweight Rex, Bosch mag, 


5-6 h.p. 1909 De Luxe, 2 speeds 

7 h.p. de Luxe, two speeds, M.O.V 

5-6 h.p., igo8, two-speed, and sidecar .... 
5-6 h.p., de Luxe, 1908, two-speed model . . 
5-6 h.p., de Luxe, 1908, two speeds, special 
5-6 h.p., igo8, two-speed de Luxe, igog eng. 



£29 10 

N.S.U.'B. N.S.U's N.S.U.'a 

54 h.p., two speeds, Bosch, B. & B. carb. . . £35 

5 h.p. Twin. Bosch magneto £19 

1910 6 h.p., M.O.V., two speeds £33 


si h.p. Twin Premier, very fine £26 

19 11 3i 1^P> Singer, dutch model £37 

i^ii Two specii tsrauoury, nne £37 

Z911 Lady's Hobart, Armstrong three speeds £35 

3^ h.p. L.M.C., 1910 model £25 

3 h.p. Singer, Bosch, V belt drive, B. & B. £16 

3 h.p. Quadrant, Bosch, B. & B., spc. forks £16 

3i h.p. Quadrant, h.-b. control, spring forks £16 

2I b.p. Humber, chain drive £7 

i| h.p. Minerva, V belt £4 10 

3i h.p. Minerva, Bosch magneto, Amac .... £22 


5-6 h.p. Clutch Model Rex and new Sidecar £29 

5-6 h.p. Two-speed 1908 Rex and Sidecar £33 

79 h.p. Two-speed Rex and Sidecar £53 

1910 6 h.p. N.S.U., M.O.V., two speeds, com- 
plete with N.S.U. coach-built sidecar .... £38 
All fitted with Magneto and Sprlfig Forks. 


3i h.p. Brown Bicar, M.O.V. 26 n. wheels £12 

3i h.p. Fafnir, vertical, M.O.V £11 

2j h.p. Humber, chain drive, spray carb. . . £7 
i| h.p Minerva, V belt, spray carburetter .,£5 

Sh b.p* Quadrant, h.-b. control, spring forks £16 
3 b.p. Quadrant, h.-b. control, Bosch mag. £16 
^ h.p. Smcer, Bosch magneto, h.^. control £16 
igo8 Twin Moto-Rewe, magneto £16 

4A-5} h.p. N.8.U., Hosch n^ag., h.-b. control £19 

1910 2| h.p. Twin Moto-Reve £22 

1911 2 hp. Sint'le-cylindcr Moto-Revo .... £22 
1909 2J h.p. Twin Moto-Reve £20 


54 h.p. Aster Car. 3 speeds and reverse £19 

5 h.p. Humber Car, iwo—caier, Rood goer £22 

oj li.p Peugeot Car. two-seater £3S 

Duocar, Bosch magneto £45 


New Screwcutting Lathe, 4in. centres £6 10 

Farrar's Sider ar, quick detach joints £3 15 

Farrar's Sidecar, new wicker body £3 16 

Portland Sidecar. 26in. wheel £3 10 | 

Fulford Castor Wheel Sidecar £5 

Prested Accuranlalors, new, 15 amp 9/6 

Tricar Frame, suit 6 h.p. engine 35/- 

Farrar's Motor Exchange 

19, 21,23, 25, Hopwood Lane, 

-" ■ " (Two minute. 

tram G.P.O.) 

^J?,^.""' HALIFAX <^«'""-'"-''^- 

In answering th^t advertisementa it is desirable to mention " The Motor Cycle.' 

January 4th, 1912. 

THE MOTOR CYCLE.— (Supplement xxiii. 

Advertisements. 65 




Fourteen days front date. 

Sole Manchester Agents 


L. F. HARVEY & CO., 

^227, Deansgate, Manchester. 


Guaranteed weather-proof. 
Best seasoned timber. 
Treated preservative. 
Pries on rat: at Stainea. 
Tit- X 5ft., 7ft. high . . £2 6 6 
oft. X 7ft., 7ft. high . . 3 11 
loft X 8ft., 71ft. high .490 
Cat^'ogue of other sizes free. 




is the Lightweight lor next year. 

Send for illustrated matter 
showin3; wonderful improvements. 

Sole Hampshire Agents : CONDAC MOTOR DEPOT, 
West Southbourne, Baurnemouth. 


ARMSTEOXG 3-?pGecl Hub and Controls, ne^, £9/15; 
Hex pedaUins geur and chain, 12/6; 2^, 2^ butted 
tnbes, 4/-; 83 mm. pistoB. 5/6: sidecar frame, 7/6 ; 
pbotograpbic enlarger, iucau descent, £2/5; stereoscopic 
camera. Beck lenses. £2: 1909. Eex band brake and 
drum, Eex llvwheel, generators, 1911 twin Eex valves, 
all 2/6 each.— 9,198, j.'i-e Motor Cycle Omces, Coventry. 

SMYTH'S Bargains. — Eo'^eh DA2 magneto, 70/-: 
Eisemann magneto, 65/-; Bosch DAY 2-cyl- 
masjneto, 85/- ; Simms SY magneto, 80,/- ; Simnut 
SYM magneto, 75/- ; rubber magneto covers, 21- : 
magneto switches, 1/3 ; cut -out's, 1'5; Bo^ch plugs. 
2/9; Gnat plugs, with spanner^, 4/-: new Smith 
■ipeedomfter, 55/-; petrol squirts, 8d. : rubber and can va*^ 
belting (best on market), gin., ^in., |in., 1/3, 1/6, 1/9 
per foot; Elswick leather belting (best quality), iin-. 
An., iin., 1/6, 1/9, 2/- per foot; Star belt fasteners, 
7d. : Sentinel. 1/3; belt punches, 1/-; belt rim clips, 
1/-: valve grinders, 3/6: motor cycle watches (guaran- 
teed). 4/6: t.ol kit^. 5/- and 11/6; mirrors. 2/- and 4/6; 
Beez voltmeters, 6/- ; whittles, 4/6 : miilti-twi?t horns, 
4'9; Serpentine horns. 10/6 and 12/-: i-'anfare horns, 
5/6: new headlight-s, with hoods and generators, 9/6 and 
11/6; lens mirror lamps, with generators, 12/-.— H. 
Smyth, 53. Muceima St-, Bloomsb^uy, London. ^NC- All 
joods on approval- 

DA2 Leather Magneto Covers, 2/6: Oilskin overalls, 
4/11: front wheel stand. 7/6: Stanley belt hooks. 
4sd- ; Radiolene. 9d. ; Basch plugs, '6; Bowden triple 
levers, 8/6; Bcwden double levers, 5/9: BB. jets, 2/3 a 
case; compression taps. 8d. : Ron! burners, 6id. ; 2-war 
switches. 1/3; I Whittle belting. 3/1 foot; i Lyso belt- 
iuiT. 1/7 foot; i Duulop belting, 2/3 foot; Stanley belt 
fasteners, lOid. ; Abingdon belt punches, 1/3: contact 
breakers, 3f3; Patchquick outfits, lO^d-; sidecars from 
£5/10; number plates, 7d. , footre-^ts, 4/6 pair: foot- 
boards, 71- pair; h-b- magneto controls, 8/6: mudguards. 
3in. wide, 2/6 pair:' mudguards, 4in. wide, -3/9 pair: 
handle-bars, 5 patterns. 5/6 to 5/10; motor cycle lamp^?, 
1 5 patterns, from 111-; beaded belt riuis, any size. 
5/6; swan-neck seat pins. 3/9; spring seat pins, o/d: 
drip feed lubricators. 5/3 ; double texture waterproof 
suits, 26/3: double texture overalU. 8/6; double breasted 
oilekin jackets. 6/9; tanks made to order from 13/6: 
o^econd-hand fixed and free engine TriQmpbri; 26x2i 
steel-studded covers, 35/-; belt rim brakes. 15/6; domed 
valve caps. 2/2 ; enamelling, plating, repairs, pulleys. 
>ade to any p.ittern. Catalogue out of print ; new en- 
larged edition ready January —M O. Dept., Metropolitan 
Machinists Co., Ltd., 248, Eishopsgatei. London, K.C. 


,Of-LEMENT-GAREAED Genuine Parts; obsolete parts 
<y anv make duplicated.— Frank Walters. 163, Lin 
wood Ed., Handsworth. 


This Celebrated Silencer can 
now be obtained for Motor 
Cycles, Price 25/- 

/Jlways sent o:i approval. 
No small holes. Cannot 
choke. No back pressure. 
No noise. More power. Pre- 
vents heating. 
Phcenix Works, ECCLE3 

C. BINKS, Ltd., 

r ^ 


Don't have your magneto tinkered with by in- 
competent mechanics. Have it put right by men 
skilled in the work. All repaired magnetos oi our 
owTi make guaranteed to be as efficient as new. 


40-42, Newman St., London, W C. 

GENTLiEMEfM ! our first trial (london-exeter). 

^""^ A GOL.O MEOAL. 

Mr. J. Woodhouse, on a 3} n.p. GRANDEX-PRECiSION, made " a splendid run," se:uring this coveted award. 


2i h.p. Lightweight 33 Guineas 4i h.p. Sidecar Machine 44 Guineas 

35 h.p. Tourist and T.T 39 Guineas ."^ny make ciutdies. 2 and 3 speeds fitted. 

Extended Payments and Exchangres arranged. 
Speciail Nolice I Our New Showrooms; 

Grandex Motor Cycles, 86, Gray's Inn Road, W.C 

^St'wat™ ALUMINIUM jrS-'t'o 

CASES ground out. 





^eEW PISTONS fitted. 





Write for illustrated 
catalogue post free to 

South Western 
Timber Co., S\i 

35, West Hill, ii,\i 
Wandsworth, London*'-^ 

Phone : BattersGa 787- 

Repair Outfit Ponch 

To carry on Handle-bar. 

Pouch only 1 /" 

,. and'G.B. outfit 2/3 
^ ,, and Patchquick 3/S 

Ladyv/ood Road. 





From stock. 



I The House with the Largest selection of Newest and 
' Best iMolor Cycles at the most satisfactory prices j 
for Cash or [exchange. 
9, Shoe Lane, Fleet Street, LONDON. E.G. 




wiU soon find a customer for vour 
second-hand machine. 

Im. • if A e 

The Lightweight Motor Cycle. 

Q 21 h.p., 35 Gns. 2ih.p., 88 Gns. 

Sole Agents for Great Britain and the Colonies, 


Near Cin^'.s Ci'0S3\ 

Jv ojisircrina ffi<:?c aclvo.rti'^cm^iit-s it is dcsirahlr- fn rw-iifiot^ '' Th^- m '-fo- -CJik^Ip.J 


66 Advertisements. 

THE MOTOR CYCLE.— (Supplement xxiv.) 

January 4Tn, 1912. 


converts your Triumph, Minerva, Rex, N.S.U., Fafnir, Peugeot, Brown, Kerry-Abingdon, 
F.N., Bradbury, Lincoln-Elk, Premier, and Norton, into a free engine model without 
difficulty. Fits engine shaft same as an ordinary pulley. Quite self contained, no levers 
to fix to crank case. Puts no end thrust on engine when driving or free. Handle-bar 
controlled. Perfectly reliable. Safe starting and driving on greasy roads, through traffic, 
and starting on hills without exertion. Overcomes the undignified running mount. The 
first multiple disc clutch for motor cycles, and still without a rival after five seasons. 
Thousands in use. 

Of all dealers, price £3 lOs., or direct from — 

MABON MOTOR WORKS, High Road, North Finchlcy, London, N. 




FOB ^ 

tube, you can be on the 
way in 5 minutes. 

Reduced Prices. 

Ail sizes Irom 1} to 3^ 

26x2 20x25 2(i x 2i 

14/ ie/- 1S,'6 

Pedal Cycle, 1} i3 ij 7/- 

Tandem, iJ iJ 8/6 

Converts — 

2_ 2t _2j_ 

5/6 6/- '6/6 

Don't go by tlie first cost 

but by wiiat you save. 

Send size of Cover. 

CRAWLEY, Sussex. 



rheonly perfect detach- 
able on the market. 
Use the tube that gives 
satisfaction, and can be 
repaired on the inside 
with ordinary rubber 
and solution. No expen- 
sive patches required. 
No Butt ends to burst. 
Endless or Butt-ended 
<:on verted. Further 

particulars, write lor 



Non-Slipping and Reliable, 
One price. One quality — tlie Best. 
26\2 26x2j 26x2! B E Pedal Cycle, 

32;- 36/- 40/- 10/6 «.o 11/- e 


A New Edition 

of this 

Useful Book is 

Now Ready. 

Price 1/- 
By post, 1/2 

Two Useful Books for Motor Cyclists 


Fourtcentli Kditiou now on sale. 

This booli lias bn? been recognised 

as the standard landbool^ of the 

modern motor cycle. 

Net 1/-, post free 1/2. 

Obtainable from leading 
Booksellers and Railway 
Bookstalls, or direct, 
with remittance, from 
llifTe and Sons Ltd., 20, 
Tudor St., London, E.G. 


First Edition now on sale. 

Specially compiled for users o( the hi^'h- 
way in the United Kini,'dom. Route 
findini; is made both instructive and 
enleriaininfi;. The book contains the 
maximum amount of information in the 
smallest possible space. 

Net 1/6, post free 1/9. 


in aiuivcring these advcrtiBements it is desirahU to mention " T/ic Motor Oi/cle." 


Vol.10. No. 459, Jan. 11th, 1912. 

Leaderette : This Year's Tourist Trophy Race 29 

THE CHOICE OF A VARIABLE GEAR. By B. H. Davies .. „ „ 30-31 

Clean Counties. Driving Irom the Sidecar Seat (Illustrated) „ a ..• 32 

Occasional Comments. By "Ixion" (Llustrated) .. .. ^ u u 33 

DODGES ON THE EXETER RUN (Illustrated) „ r. 34-36 

A Mechanical Vaporiser (Illustrated) «. 

Competitors' Experiences of the M.C.C. Winter Run (lUostrated) 37-38 

The Year's Imports and Exports of Uotor Cycles .. .. 39 

English-Dutch Trial 

TO THE TYROL AND BACK ON MOTOR CYCLES. By W. Fawcett (Illustrated) 40-42 

Current Chat (Illustrated) 43-44 

THE NEW YORK MOTOR SHOWw Features ot the New Model American 

Motor Cycles (Illustrated) 45-46 

Club News (Illustrated) ... ._. „ ^ 47 

Letters to the Editor (llustrated) «. .:. ... ... ._. .. „ 48-51 

Questions and Replies (Illustrated) c. r. r. .. .. ... » 62-53 

Sparklets (lUustrated) .. ... <. .: .. 64 

Subscription Rates : Home, 6s. fid. ; Canada, 8s. 8d. ; Foreign, 13s. per annum. 

Agents tor Australia: Gordon and Gotch, London, Melbourne, Sydney, Brisbane, Perth, Hobart, 
Launceston, Wellington, Christchurch, Auckland, etc. South Africa: Central Newsagency, Ltd. 


This Year's Tourist Trophy Race. 

IT is high time the course for the Tourist Tropky 
Race should be settled. Though several applica- 
tions have been made to the Isle of Man authori- 
ties for permission to hold the race, no reply which 
will lead one to suppose that consent will be given 
by the Tynwald Court has been received up to the 
present. Time passes quickly, and those who intend 
to enter should know ^\•hen and where this event will 
be held. Unfortunately, the Isle of Man cannot be 
altogether blamed for its hesitancy. A few of those 
who went over last year allowed their spirits to get the . 
better of their discretion, and, we regret to say, by no 
mean"; a good impression was made. Wherever the 
race is held, we sincerely hope that participants, their 
helpers, and spectators will be merry and wise, and let 
their "hosts" see that they can be happy and enthu- 
siastic without gi-i'ing way to any objectionable degree 
of hilarity. 

Most people are of the opinion that the Isle of Man 
is the only place where British motor cyclists could 
hold a road race, and think that the race must be held 
in the British Isles. It certainly should be so, but if 
the Isle of Man does not give its consent at once, or 
if consent be definitely withheld, there is nothing to 
prevent the race being held in France, where permis- 
sion could be obtained without the sanction of Parha- 
ment. French enthusiasm is displayed in a manner 
unknown over here; in fact, owing to the entente 
cordials, the British riders would receive a right hearty 
welcome. The Auto Cycle Club de France would 
receive the idea with enthusiasm, as it could, without 
doubt, get the Government's permission merely for the 
asking, and the holding of the race would serve to 

forge another link in the chain which binds the two 
countries together in a stronger bond of friendship 
than has ever existed before. Hand-in-hand, the 
A.C.U. and the A.C.C.F. could organise a race which 
would be held on roads safer and faster than any we 
have in these islands, on a course preferably near 
Dieppe, which is really closer to London than the Isle 
of Man. 

The cost to competitors would be no greater, perhaps 
even less, than if the event were held in the Isle of 
Man, while the fact that by holding the race in France 
friendly international rivalry would be promoted is not 
to be lost sight of. Fighting as they would on their 
own ground, the _ Frenchmen would have a better 
chance to compete with the British machines, and a 
more sporting contest would be promoted. To revert 
to the course. Those parts of France adjacent to 
Great Britain cannot offer a course as sporting or quite 
so good for testing the machines as that in the Isle of 
Man, but rather one which is a series of long, straight 
stretches, perhaps not altogether flat, but with easy 
gradients. At the turning points, however, the corners 
are likely to be acute, and British competitors 
would find that at comer work the Frenchman is 
unrivalled, as members of the N.W. London M.C.C. 
who raced near Lyons last year will remember. 

Those members of the Manufacturers' Union who 
have agreed to sign a bond not to compete in a T.T. 
race in the Isle of Man would be under no obligation 
not to race in France; in fact, the suggestion to hold 
the race in France was made to us first by a trade 
member. We must say we think the suggestion worthy 
of most serious consideration, and, in any case, the 
location of the course should be decided upon at once. 



JANUARY nth, igis. 

The Choice of a Variable Gear. 

THE man who does not own a variably geared 
machine in 1912 will not infrequently feel that 
he is behind the times and out of date, 
though he will get his own back when, he tackles a 
fairly straightforward piece of country and roars up 
everything at full r.p.m. or encounters a fellow motor 
cyclist in trouble with some detail of his gear. But, 
contrariwise, many a motor cyclist in riding his first 
variably geared mount will find food for reflection, 
and occasionally wish that he had invested in a dif- 
ferent type of gear. The purpose of this article is 
to suggest certain principles whi^h eovern the wise 
selection of a ^'ariable gear. 

Suitable Gearing. 

The main principle is very simple. The lower the 
power of the engine, the greater the number of gear 
ratios with which it should be provided. Two road 
illustrations of this principle -may suffice. Imagine a 
man who used a sidecar in 191 1 with a single geared 
3% h.p. cycle. Remembering that last season he 
not infrequently had to shed his passenger, and that 
once or twice his cycle refused to pull the empty 
sidecar uj) rather exceptional hills, he invests in a 
two-speeded 3 J/3 h.p. machine for 191 2. Before 
next August he will often and ardently have longed 
for a three-speed, a four-speed, or an infinitely vari- 
able gear. Granting that he is much better off than 
he was in 191 1, there are times when the iron enters 
into his soul. Owing to the extra weight of his outfit 
and the heavier build of his engine, he finds his new 
combination less lively and flexible on top gear than 
the old single geared set j and he resents the long, 
slow, noisy grinds on bottom gear up prolonged 
gradients of i in 12 or so. An intermediate gear 
would often have been welcome. 

The Three=speed Mediumweisht. 

Or, again, consider the mediumweight man. He 
may choose between two or three speeds for his 
2^4-2 ^ h.p. machine. Supposing that both 

machines are equally frictionless and reliable, the 
three-speed is ideally desirable. It provides him with 
a high top ratio, on which he may touch high road 
speeds with his engine turning over quietly and slowly, 
w.hile it possesses a lower emergency ratio than the 
two-speed, and (if the machines are of equal quality) 
:an tliercfore make more certain of ascending 
ohenomenal hills. The two-speed medium weight 
requires an exceptionally well-balanced engine if it 
is to be comforUdjlo and vibrationless at high speeds ; 
.in exceptionally efficient cTiginc if it is to be capable 
of climbing everything. This particular question is 
at present complicated by tlie fact that one or two of 
the two-speeders have reached a higher stage of 

evolution than some of the three-speeders. In the near 
future the three-speeders in this class ought to take 
a lead. 

Chain Drive. 

The second principle is that a chain drive is pro- 
bably preferable for all passenger work. The belt 
is cheap to replace, and easy to " fettle " ; but, as 
" Ixion " points out, it is at its very weakest in the 
hour of its keenest trials. Set it to tug a heavy load 
up a bad hill in severe weather, and it may behave in 
heart-breaking fashion. The belt still claims the 
superiority for solo woik, but is undoubtedly inferior 
f-jr passenger use. Then, too, the chain does not slip 
in bad weather. 

Type of Brake. 

These principles dismissed, we may turn to details 
of less importance. For instance, it is not safe to 
take the efficiency of the brakes for granted on vari- 
ably geared machines. When the back wheel is 
moved, as on some variably geared machines, the 
problem of ensuring the power of the main brake is 
complicated, and the designer's success in tackling 
this vital detail needs verification. When the rear 
belt rim is a separate entity, spoked apart from the 
wheel, similar precautions are advisable. The 
brakes of many chain-driven mounts are notoriously 
unsatisfactory within limits. A wire-operated tyre 
rim brake is less powerful than a belt rim brake, and 
is bound to occasion more trouble. A band brake 
may be excellent in the hands of a rider who will 
take the trouble to keep its band true and adjusted 
and its wearing surfaces free from glaze and charring ; 
the rider must consider wliether he is ready and able 
to observe these precautions, which are not so 
simple in fact as they are in , theory. The dummy 
belt rim, provided solely for braking purposes, is in 
my view infinitely preferable. Bands glaze till they 
lose grip, and buckle till they rub on their drums and 
cause friction. 

Chain Adjustment. 

Again, with chain drive those patterns are prefer- 
able which possess a separate adjustment for each 
chain ; and as such types become common the old 
type with two chains sharing a common adjustment is 
bound to become obsolete. Very fair success can be 
obtained with the old type by building up the longer 
of two sister chains in two sections, one of which 
contains exactly the same number of links as the 
shorter chain, and swopping the two at intervals. 
Flimsy miniature drawbolts on the back spindle, 
though satisfactory on push-bicycles, are a nuisance 
on motor cycles. They bend and strip their threads. 


JANUARY nth, igi2. 

The Choice of a Variable Gear. — 
I used up three pairs in two months "on a 1911 
mount. ■ The newer gears, almost without exception, 
avoid this defect. 

Accessibility of Rear Wheel. 

Further, convenience of access to the rear wheel 
must not be forgotten, and this applies to certain 
free engine machines as well. It is probable that the 
hard rider will have to remove his back wheel several 
times in a year, either by the roadside or in hotel 
yards, in order to fit a new tube or cover. AVith 
some of the variable geared machines this is a long 
and awkward job__; with others it is little less easy 
than on a T.T. single road racer. Such machines 
deserve preference. 

Still another point is the question of engine starting. 
Some gears necessitate jacking up the machine on the 
stand before the engine can be started with the pedals. 
The buyer has also the choice of hand starters and 
foot starters. 

Finally, the real amateur dufifer should plump for 
a machine with a really low emergency ratio, irrespec- 
tive of whether he is buying a heavy roadster, a 
medium weight, or a sidecar outfit. It may seem 
ridiculous to insist on a bottom gear of 9 or 10 to i, 
when the cracks accomplish sensational uphill flights 
on gears of 4 or 5 to i. But the emergency gear 
has to cope with (i) a rider whose "tuning " abilities 
are zero; (2) possible ascents of freak hills like 
Barbrook, Farlow, or Amulree ; (3) extremities of 


surface and weather. Before the season is over, the 
real duffer may taste the sensation of feeling anxious 
on a hill with his engine all out on a 9 or 10 gear. 
The conclusions described above may be tabulated 
as follows : 

Gears and their Uses. 

(a) Genuine 80 lb. lightweight. — As low a gear 
as possible. 

(h) Medium weight for solo use. — Three-speed 
ideal ; two-speed perhaps better evolved 
at present. Chain drive, or combined belt- 
cum-chain drive. (C'omplete belt drive 
spells a small engine pulley, and more likeli- 
hood of belt troubles.) 
Medium weight for use with sidecar. — Not 

(c) 2i% h.p. for solo use. — Two-speed with belt 

drive satisfactory. 
35^ h'.p. for sidecar work. — Three-speed, with 
chain drive, or belt-rum-chain drive, is 
ideal. In its absence, two-speed with chain 
drive is recommended. 

(d) 5-8 h.p. solo ase. — Single geared belt drive 

satisfactory. Two-speed with either belt or 
chain is luxurious. 
5-8 h.p. for sidecar work. — Two-speed with 
chain drive is entirely satisfactory. Belt 
drive not advised. Three or more speeds the 
height of liixuTv. 




JANUARY nth, 1912. 


FOLLOWING on recent correspondence recom- 
mending readers to renew their licences in 
counties absolutely free from police persecution, 
we have jileasure in reproducing from The Autocar the 
following list, and would like to draw readers' atten- 
tion to an editorial footnote to a communication in the 
"Letters 'to the Editor" columns this week, wherein 
is explained the method of allotting the licence fees to 
the Road Board and the counties in which the fees are 
collected. The foilowing counties had no police traps 
in 1911 : 

Bedfordshire, Cambridgeshire, Dorset, Gloucestershire, 
Herefordshire, Leicestershire, Middlesex (Middlesex Metro- 

folitan -had twenty-seven), Norfolk, Northants, Northum- 
erland, Oxford, Rutland, Suffolk, and Wiltshire. 

It should not be forgotten that licences paid into 
post offices within the area of county boroughs are 
usually pooled by the borough and county authorities. 

The registered number (fee 5s.) can also be 
obtained from, any county or borough, and the only 
licence which must be procured in the town or county 
of residence is the driving licence (fee ss.)" 

We should also like to make it clear that we should 
support the authorities in any prosecution for dangerous 
or reckless driving if sufficient separate evidence were 
forthcomring to prove it, our quariel being only 'with 
the pernicious police trap, generally planned over 
tempting stretches of road where no danger is attached 
to speeds in ex*ess of twenty miles an hour. 



A. Bracket. 

H. Handle-bar. 

S. Steering attachment. 

MR. OSCAR C. FRIED, of Rekawinkel, Austria, 
sends us some details of an attachment by 
means of which it is quite easy to drive from 
the sidecar seat, and, as he finds this more comfortable 

than riding in the 
saddle, he makes- it 
his usual piar^tice 
when he has no pas- 
senger. The attach- 
ment is very simple, 
and consists of a 
flat bar of iron, 
which is clamped to 
the steering column 
and 4o the handle- 
bar just in front of 
the handle grips. 
To this is attached 
the exhaust lifter, 
worked by a Bow- 
den wire and lever. If the carburetter control be on 
the side to which the sidecar is fitted there is no 
need to move it. Mr. Fried has also fitted a long 
spring to the pedalling gear, with the object of keeping 
the pedals always in the same place for starting and 
braking purposes (his mat:hii)e has a back pedalling 
brake). The attachment does not interfere with the 
ordinary use of the combination, as can be seen from 

Mr. Fried's Phanomen sidecar outfit. 

the sketch, which shows the method of attachment to 
the handle-bar. The dog, we are informed, is entirely 
automatic in action, never failing to take his seat at 
the proper time. 

> <»«>« & < 

On the last Thursday of February a new 
paper, dated March, will be issued by the 
publishers of The Motor Cycle. Its title. The Arena, 
when not supported by any opportunity for a perusal 
of its contents, cannot give an adequate idea of 
its scope. In this it will differ very materially from 
any existing publication, since it will specialise par- 
ticularly on all matters likely to be of direct interest 
to past and present members of the great Public 
Schools and of the ancient Universities. These form, 
as 0. whole, a class which is possessed of immense 
loyally and affection for the great institutions to which 
it is so much indebted, and consequently The Arena 
looks for support, not only of a merely casual interest 
in current events, but based upon a real desire to 
keep in menial touch with men and places which may 


be physic.illy far removed. In addition to a staff 
composed entirely of Public School and University 
men, the. new paper has enlisted the services of a 
number of e.xpert contributors on matters of sport 
and outdoor life, while another of its many aspects 
will attract rather those who find pleasure in matters 
of tradition and history. The paper will be published 
monthly at the price of sixpence, and its illustrations 
— which will in the main be photographic — will be 
largely selected for their artistic merit, and will be 
reproduced as perfectly as possible on the highest 
quality of paper. If any of the readers of The Motor 
Vycle, many thousands of whom are themselves Public 
School or University men, would like to convey any 
suggestions to the Editor of The Arena, he can be 
found at 20, Tudor Street, London, E.G. 

JANUARY im, 1912. 



by lociorL _^ 

Cost of Running a Motor Cycle. 

On the last day of the old year the Sunday Chronicle 
published some remarkable assertions on the subject 
of motor cycles; and as its contributor uses the same 
pen-name as myself, I should like emphatically to con- 
trovert most of his statements. Here are several 
quotations which show the general trend of his ideas : 

/• " . . . ike man who can afford an initial 
outlay of jQso, and an annual outlay at the rate of 
10s. a Tveek at least. ' ' 

2. " ■ ■ ■ a motor bicycle is a delightful toy." 

3- " ■ ■ ■ at least he should be in receipt of 
an -income of ^2^0 to £,300 a year." 

4- " ■ ■ • / regard the pleasure (of motor 
cycling) as overrated." 

Every practical motor cyclist will understand at a 
glance why an individual who has spent ^£26 a year 
on upkeep should regard motor cyclmg as an over- 
rated hobby. There are a few people about who are 
constitutionally unable to acquire that very slight 
mechanical ability which enables a man to do his own 
nmning repairs. Such a man has to take every tiny 
derangement to a garage, and if he bought a very third- 
rate machine, his annual expenses might be ^26. I 
have never spent anything like £,26 on the upkeep of 
one machine during a single season. 

In 1903 I owned a rank bad machine, I was. working 
too hard to do' my own repairs, and I co\ered upwards 
of 6,000 miles ; yet my bills totted up to less than 
jQio for the season. Of late years, since I have 
become qualified to do my own repairs, the upkeep 
charges have dwindled to the vanishing point, and like 
most clubmen, I could guarantee to ride any first grade 
machhie 10,000 miles for less than £,26; and 10,000 
miles means at least two seasons' work for an average 
rider who does not use his machine for business 

To call the motor bic^xle a "toy" is a trifle 
ridiculous in days when thousands of business men 
prefer it to the train as a means of locomotion in the 
ordinar}^ course of professional work. Only yesterday 
I was conversing with a knot of men who travel for a 
big colliery. Five of them have adopted the motor 
bicycle as an all-weather mount within the last two 
years. Each of these five claimed to be from ;^3o to 
^60 a ye'ar in pocket by the substitution. A large 
percentage of the manufacturers' orders come from 
men in middle life, who use motor cycles mainly for 
professional purposes, preferring them because of 
their convenience, comfort, economy, healthfulness, 
and -reliabilitv. 

When we turn to the minimum income at which the 
ownership of a motor bicycle is advisable, we are on 
more controversial ground. The writer in question- 
warns ".working lads with 25s. or 30s. a week " not 
to contemplate purchase ; and here I agree with him. 
If a Carneeie chose to present a thousand such lads 

with up-to-date machines, they could afford to run 
them. Such a youth can live on £1 a week, and the 
extra 5s. tots up to ^13 per annum, which would easily 
cover the upkeep for 5,000 miles. But a lad in this 
position ought to be saving, and to spend the whole ol 
his surplus income on a hobby is thriftless. Anybody 
who can afford £s° for a new machine and very much 
less for a good second-hand one, and can see his way 
clear to devote ;i^io per annum to upkeep, can afford 
to run a motor bicycle. This is regarding the matter 
purely as a question of finance. I admit that the 
expense may often be unjustifiable from other stand- 
points. In my opinion, a man who does not ride a 
motor bicycle, and admits having " chucked " it, 
should delegate the duty of writing about it to som*^ 
person who does ride. 

How to Prevent Side=slip, 

The author of the interesting article in our issue of 
December 28th has omitted a few maxims which I 
consider vital. The chief safeguard is not to funk it. 
If you think you are likely to tumble, you will tumble. 
The second is to use a wide handle-bar ; the more 
leverage the bars give, the better the prospects of 
correcting an incipient skid. The third is not to carry 
heavy weights on the tail of the machine ; in some 
districts where the grease is particularly treacherous 
I find it considerably more difficult to keep a machine 
vertical when I have a big bag on the carrier, though, 
strangely enough, certain patterns I have ridden do 
not seem to mind added weight at the rear. 

The point mentioned about keeping the saddle well 
forward is highly practical, but often entails using a 
special short handle-bar in winter. One machine 
which I recently owned was a terror on bad grease 
until I sawed about 6in. off each end of the handle- 
bar, and got a new saddle pin which brought my weight 
further forward.^ After these alterations it was veiy 
steady to ride, even in tow'ns where grease abounds 
and there is a fair amount of traffic. 

An Australian-built motor cycle— the E.W.B.-J.A.P. — quite an up-to-date 
-design assembled and marketed by E. W. Brown, ol Melbourne. Victoria. 
it will be notfced that TruBauirsDrina forks are fltted. 



JANUARY nth. igi2. 




CONSIDERING the untoward nature 
of the circumstances — sloppy seas 
of mud underfoot and drizzling 
rain overhead — the intrepid-look- 
ing crowd of enthusiasts who were con- 
gregated under the flickering glare of 
acetylene flare, lamps at the Bulstrode 
Hotel, Hounslow, on Boxing night, was 
a remarkably good natured and merry 
one. Most of them, too, were fairly 
busy- Here one would see hasty repairs, 
alterations or adjustments being made ; 
or a protesting hand would be held out 

Fig. 1. 

-Home-made speedometer lamp on 
Hentley's Triumph, 

to " ask your pardon, but my carburetter 
ia somewhere down in that puddle, and 
I have not got a spare with me " ; and 
in one dark corner, to the accompaniment 
of exasperated cursings, the entrails of a 
machine were being laid open to the 

Preparations in the DarK. 

All around was the noise made by the 
use of spanners, the gurgle of emptying 
petrol cans, the buzz of conversation, and 
the slippity-slosh of dripping overalls. 
Men would be seen every now and then 
groping about in the dark with short-lived 
matches; others would devis;: means for 
tying something else on to a machine 
wliicli was already a store of accessories 
and " Vjodgments " ; an.xious minds would 
carefully count their acetylene generators 
to see that none )iad dropped off in the 
ten milo run-out from t/Own. Altogether 
a stirring scftie of restl(^^a activity, glare, 
nois?, and the snii'll of leaking 
acetylene gas. 

And the machines themselves I A poor 
advertisement, I opine, for the molor 
cycle 'n general and an object lesson that 
one can hardly fail to regret could be taken 


advantage of by so few actual manu- 
facturers of machines. True half a dozen 
hours of steady rain falling on mud- 
surfeited roads make riding conditions 
none of the best — ^and perhaps few of the 
machines were over-clean to start with — 
but only one description of them can be 
applied, and applied to one and all, they 
were absolutely filthy. From front number 
plate to back tyre, they were smothered 
with mud, it dripped— th? mira liquid parti 
of it — from lamp bracket, hubs, tanks, 
frames, engines, from everywhere that it 
could. Several of the machines really 
looked as if thej' had been dipped in a 
mud bath — and amongst them being 
some with specially fitted guards. 

Penetrating Mud, 

It is evident that mud takes a great 
deal more of exclusion than most people 
imagine. One thing, however, is rather 
remarkable. Here is a motor cycle trial 
which exceeds neither in distance nor in 
difficulty rides which are often undertaken 
under all sorts of weather conditions by 
ordinary amateurs who rarely trouble to 
make special provision as to weather-proof- 
ing and illuminating. Yet there was 
Bcaroely a machine entered tor this competi- 
tion that did not have some special fitting 
or other. Belt shields, extra mudguards, 
large tool cases, leg-guards, hand-muffs, 
monstrous lighting outfits — all these 
betrayed the fact that few riders or 
manufacturers have the courage to face 
four hundred miles of mud-plugging 
on standard machires. And there is yet 
another remarkable fact. Year after 
year the Exeter run produces machines 
with special devices, some of which are 
good, some bad, and some indifferent ; 
some are fitted by amateurs, some by 
manufacturers, but all suffer from a 
common complaint — one seldom hears any- 
thing of any of the devices until the 
next Exeter run comes round again ! 
Slipping belts are a bugbear, but a well- 
designed shield will overcome the trouble. 
So much is proved. Why then, ons may 
ask, are these belt shields not fitted as 
standard to every machine which makes a 
pretence to being an "all-weather 
mount "? 

Fig. 3. — A neat top tube 
generator clip. 

Fig. a. — Mudguardln^ arrangement on 31 h.p. 

Interesting Fittings. 

The following is a rough description 
of some of the more interesting devicis 
which a stroll round the yard of the Bul- 
strode Hotel disclosed. 

Fig. 1 shows a neat little turret-light 
contrivance fitted to his Triumph by 
P. H. Bentley. Although it was a home- 
made affair, the workmanship was irre- 
proachable, and it formed quite one of 
the neatest little fittings imaginable. 
The electric lamp bulb is carried in a 
mounting which 
swivels in all pos- 
sible directions, 
and which is car- 
ried on an exten- 
sible arm, which 
in turn is sup- 
ported by a cross- 
head which can 
be slid up and 
down the central 
column. This last 
is carried by a I 
special clip upon 
the handle-bar, 
wherefrom it is 
insulated by a 
packing washer of 
fibre. Both the 
column and the 
arm are hollow, the 
conducting flex being threaded through 
them. The switch consists of a blade 
similar to that which is used for magneto 
cut-out switches, and throws the lamp 
into circuit by earthing the column and 
clip to the handle-bar. 

A Belt Shield. 

Fig. 2 shows diagrammatically the 
arrangement, which Harold B. Karslake 
had fitted to his 3^ h.p. three-speed 
Rover to keep mud off the belt. It was 
a shield of a vei'y conijirehensive nature 
indeed, and, to judge from the appear- 
ance of the belt after ten miles of the 
filthiest roads imaginable, was by way 
of being extremely effective. The prin- 
cipal point about it was the method of 
" filling-in " the back mudguard with a 
crescent of sheet metal, the edge of which 
lay bettoi'en the tyre and the belt rim. 
This- crescent extended exactly over the 
forward half of the wheel, and was 
riveted to the ordinary mudguard. At 
its bottom end the filling in piece sup- 
ported one end of a flat mudshield run- 
ning underneath the "belt to the crank 
chamber, where it was upswept over the 
engine pulley. The device closely fol- 
lows the Dot method. 

Another Karslake dodge is figured in 
the third sketch, and still another in the 
fourth. Both of these relate to the 
illumination, the fii'st being a new genera- 

JANUARY nth, igi2. 

Dodges on the Exeter Run.— 

toi' attachment and the second a novel 
arrangement of head lamps. As a means 

Fig. 4.— Novel lamp arrangement 
adopted by H. Karslake. 

for clipping a generator to the top tube. 
Jlr. Karslake's device strikes us as being 
quite the best thing we have seen, as it 
is at once so simple and strong, and sup- 
ports its burden perfectly centrally. Wf 
understand it is shortly to be put upon 
the market by a firjn of lamp manufac- 

In the arrangement shown in fig. 4. 
the upper lamp is a large F.R.S. sup- 
ported directly above the handle-bar 
stem by a plain bracket, which holds it 
centrally and extremely rigidly. The 
two smaller lamps are electric ones, 
which, althoiigJi smaU, give a remarkably 
bright light. One of the great advant- 
ages of this arrangement will not escape 
the attention nf riders who have gone in 
for several lamps at a time, namely,, that 
the big acetylene lamp is fixed centrally 
above the steering head, and consequently 
has no bad effect, on the steering. 

Amongst several other provident ones- 
was W. Cooper, whose Bradbuiy was 
fitted up with the device shown in fig. 5. 
Attached to tlie crank chamber was a V- 
shaped shield, as shown, of some breadth., 
which well protected the engine pulley and 
N.S.U. two-speed gear. In the point of 
simplicity, Mr. Cooper's device must be 
considered very effective indeed, althougli 
the greater part of the belt is not pro- 
tected from mud splashed up from the 

An Effective Underscreen. 

T. W. Tattersall had provided his 5-6 h.p. 
R.A.G.S. with a monstrous undersliield. 
designed to protect not only the belt but 
the whole of the rest of the machine, in- 
cluding the' rider. It was a piece of sheet 
metal, almost eighteen inches wide, turned 
up in the front to form a wide rounded 
flap, and going backwards under the 
engine as far as the back tyre. It is 
rather surprising to find this sort of thing 
used so little, as it is extremely simple to 
make and fix, can be detached when neces- 
sary in a few minutes, and is beyond 
doubt extremely effective without any 
fm'ther additions. One of 'its great advant- 
ages, to tlie mind of one who happens to 
have tried such an undersliield. is that il 

keeps the legs and boots quite warm and 
dry — a very important consideration in 
winter riding. 
- The majority of additional mudguards 
that were to be seen had reference to the 
comfort of- -the rider ^rather than to the 
special protection of any mechanical part, 
thus one found most of them applied to the 
front wheel. ■ - 

Fig. 6 shows the manner in which- mud- 
guarding of the front wheel was carried 
out on the Rudge machines. The arrange- 
ment was not particularly pretty, but ap- 
peared to be quite effective in screenhig 
the engine, etc., from mud. On each side 
of the ordinary guard are deep side flaps, 
which at the bottom terminate in a tri- 
angular horizontal flap, behind which, 
again is a very large shovel-shaped leather 
flap trailing just clear of the ground. 
Fixed at each side to the blades of the 
spring forks is a convex panel, supported 
at its front edge only, and turned outwards 
at an angle of about '30°. It will be noted 
that this panel, or .scoop, extends below 
the hub centre. Its purpose is to catch 
and deflect the mud and water, which is 
carried by the tyre past the front of the 

Fig. 5. — Engine p\illey belt shield on W. Cooper's 

Fig. 6.--Special mudsliields on Elce's Riiiigc. 

main guard, and so blown back oji to tlie 
legs of the rider and on to the engine. ^ 

Another machine with an unusual, front . 
guard " was ; Geo. -Wray's Bradbury 
sidecar, in which, as shown in the dia- 
graimnatic sketch, fig. 7, nearly a half of. 
the front wheel was entirely enclosed by 
large leather flaps at each side, tightly 
laced on the ordinary mudguard. 

Fig. 8 shows a home-made leg sliieltl 
on a N.S.U. machine. Its constructinn 
shoidd be obvious from the sketch. 
The down pieces were plain ordinary 
waterproof. Needless to say, there vvas 
a gcod show of Miller, College and E.T,.I. 

The Question of Lamps. 

Turning now to lighting arrangements, 
there were few riders indeed whci 
contented themselves with a single head 
lamp. Many, solo machines had two oi 
three, whilst four on a sidecar combina- 
tion was nothing out of the ordinary. In 
the matter of generators, there was no 
lack of quantity, the average number 
being three, although there were five on 
several mounts. One or two had ' pro- 
vided themselves with dissolved acety- 
lene outfits, the advantages- of which 
system have only to be known to be 
appreciated. Electric lighting sets aisc 
found a good many adherents. 

Several riders had forsaken purely 
motor cycle accessories for the more 
ambitious " car stuff " ; indeed, it was 
almost the rule to find, at any rate on 
the bigger sidecar machines, a regular 

60 h.p. head lamp. Ihi,?, generally, was 
fitted up in a purely tempoi-ary manner, 
the usual place being on the front stay 
between the bicycle frame and the side- 
car, though in a good many cases it was 

Fig. 7.— Tlie large front guard on G. Wray's 

fixed on the "toe" of the sidecar itself. 

One of the few who had taken the 
trouble to " make a job of it " was W. ■ 
Pratt, whose P. and W. carried a 
moiLstrous Lucas head lamp, carried as 
indicated in fig. 10. It was supported 
by a couple of massive columns proceed- 
ing direct from the front hub and braced 
to the ordinary' lamp bracket. We 

understand the rider found this big and 
lieavy lamp did not appreciate the bumps 
its mispruug position laid it open to; 
and the overhanging of so much weight 
ilid nut make steering on greasy roads 
any too easy. 

, A Pyjiamo Set. 

Probably, the best lighted vehicle in the 
competition was F. B. Webber's Morgan 
runabout, which carried a complete C. A. 
V'ahdervell dynaimo installation, the 
generator -.being driven by Whittle belt 
from a'piilley fixed on to the outside fly- 
wheel of the engine. The lamps were a 
couple of C.A.V. car pattern ones, and 
gave an enormous light. Similar lamps, 
with special metal fiJament bulbs- and 
silveretl parabolic reflectors, were to bt 
seen on two of the Rudges which were - 
fitted' with sidecars. In this case, the 
large battery of accumulators was carried 
in the sidecar, immediately behind the 
passenger's legs, whilst the Sin. head • 
lamp was supported directly on tht 
steering head, as shown in the small 
sketch (fig. 11), by a couple of brackets 
fixed to the handle-bar itself. 

Route cards, speedometers, watches, 
etc., were generally lit by electric lamps, 

Fig. 8. — Lefr shield on an N.S.U. machine. 


JANUARY nth, 1912. 

Dodges on the Uxeter Run.— 

either fixed to the handle-bar or to the 
top tube. These lamps were, of course, 
intended for occasional use only, though, 
to judge from the battery capacity in 
some cases, they would outlast the night 
if kept hard on all the time. One man 
had gone the length of fitting up a full- 
sized electric side lamp on the handle- 

Fig. 10. — Special car lamp bracket on 
W. Pratt's P. and M. 

bar in order to illuminate his route card. 
This excess of liglit is, however, in our 
opinion, a great mistake, as, unless one's 
head lights are of perfectly enormous 
power, the glare arising from the illumina- 
tion of a route card or speedometer is 
likely to dazzle one at a moment when all 
the clearness of one's vision is wanted. 

After seeing the lighting arrangements 
of most of the Exeter machines, we can- 

not fail to come to the following conclu- 
sions. They deserve, in our opinion, the 
closest possible attention, as they cer- 
tainly appear to indicate that, as far aa 
lamps and generators are concerned, 
there is room for a good deal of improve- 

Conclusions Arrived at. 

1. Only a very few riders consider the 
light from even the largest motor cycle 
head light as sufficient for a long run. 
It was noticeable that the "old hands" 
had each a pair of head lights at least, 
almost without exception, or, if not, 
they had a motor car head light. In 
conversation with several well-known 
riders, we ascertained that they would 
willingly have carried as many as four 
head lamps if they could have done so 
safely or even found a place for their 
attachment, and ,this for no other reason 
than that something bigger and better 
than generally used at present is next to a 
necessity for a serious night ride. 

2. Experienced riders have none too 
much confidence in even the best of 
acetylene generators, or else a couple 
would be considered ample for what is 
approximately twelve hours of darkness. 
It is quite evident that generators are 
not expected to operate for the time 
for which their makers claim them to 
produce gas. With regard to electric 
batteries, it is here not so much a slight 
lack of confidence that is manifest, but a 
go wrong, which can only be taken to 
positive expectation that they would 


mean that the average motor cyclist is of 
the opinion that accumulators have in no 
■way improved since the days of the battery 
ignited machine. Partially, perhaps, this 
may be due to the fact that in many cases 
special accessories are fitted for the 
Exeter run only at the last moment, and 
that this test is the first occasion for 
their use over a prolonged time. It is 
all very well to be on the safe side — that, 

Fig. 11. — C.A.V. lamp arrange- 
ment on Elce's Rudge. 

after all, is the merest prudence — but 
there is no reason that we can see why 
lamps and generators should not be at 
least as adequate for their vviork and as 
reliable as any other part of a motor 
cycle. No one, that we could see, was 
carrying spare magnetos or carburetters ! 
Be it noted, also, that no one taking a car 
through such an event would festoon it 
with spare lamps and generators, the 
standard outfit being capable of doing 
all that is required of it. 


MANY and various are the designs 
of carburetters and methods of 
vaporising that we read of or see 
from time to time, yet never have 
I seen or heard of experiments in the 
same trend as contained in the following 
lines. This experiment was carried out 
by the writer during 1906 when en- 
deavouring to obtain the last ounce of 
power from an old automatic inlet single 
that was u^ed for racing purposes. 

No other field of motordom has such 
scope for experimental work as carbura- 
tion. Those whose inclinations have been 
in tliis direction well know tlie reward. 

The arrangement here described was 
used entirely for speed work, and at no 
time did I test it for touring purposes. 
It was rather extravagant in .spirit, but 
this was only a minor detail in my case, 
hence economy received little considera- 

Benzine was the fuel always employed,' 
but an incident whicli proved the vapo- 
riser was up to it.s duty with kerosene is 
here related. I had completed my pre- 
liminaries, som.e six or seven laps, and a 
few minutes iirior to the start handed the 
machine to trie allcndii.'it, who filled the 
tank. This completed, I got on the mark, 
and was somewhat perjilcxed, when the 
gun went, to find the niachine, usually 
fast at kicking olF, just the reverse, and 
it was with uilllr.'ulLy 1 got a move on. 
]lowever. when once going it lired splen- 
didly right throughout the race. After 
examination revealed the fact kero- 
sene had been placed in the tank, whether 
doliberatelv or otherwise will never In; 
known, but many such shady praeticef 
were in evidence in this country then. 

[This does not refer to England. — Ed.] 

The accompanying sketch clearly shows 
the working of this vaporiser. The tank 
was made of brass, capacity about one 
quart, while the filler cap contained an 
ordinary Dunlop air valve taken from a 
cycle inner tube. After partially filling 
the tank, pressure was applied per 
medium of a cycle pump connected to the 
Dunlop valve. A pipe led from the tank 

The meehanical vaporiser described in the 
accompanying article. 

Click to a needle valve A, which acted as 
a jet. Ji is a valve sealing attached to 
the jet, while C is a small valve. Fastened 
to the valve stem of (I is a Z-shajied collar 
1). ridged and drilled with I's'"- holes, 
which break the spirit U|). i'lie above 
was attached to the inlet iiijjo E, which 
faced to the front of the machine. 
The valve C prolriiih'd Ihroiigli thi' 

inlet pipe, where the spring F was placed 
to seat it firmly. Now from the exhaust 
cam an extension was carried, and on 
this was attached another cam, which 
worked the rod G, similar to the present 
overhead mechanical valve. This was 
timed to open the valve C just prior to 
the induction stroke, and to close it on its 

The pipe E was closed at its extreme 
end by the air throttle H, worked by a 
lever from the tank. A piece of wire I, in 
spiral form, to act as a quick thread, 
which gave the incomirg air a revolving 
motion, was soldered inside the inlet pipe. 

It will be readily seen that, on ilia 
induction stroke, the valve C being oj)en, 
the spirit, with pressure behind it, strikes 
the collar D with some force and \l con- 
verted into very fine spray. The air 
entering through the inlet i-id the throttle 
H meets the spirit at this collar also, 
and, while assisting in vaporising the fuel 
thi-oiigh the holes in 1), is at the same 
time thoroughly mixed with it. 

No throttle for governing the gas was 
fitted, it being unnecessary lor racing pur- 
poses, the control being entirely by the 
air and the ignition. 

This vajioriser, when used with the 
automatic valve, could not be cured 6i 
popping, which eventually led to the inlet 
valve being converted to a mech.anical 
overhi'a<l, when the trouble disappeared. 

The advantages of this style of vapo- 
riser are many. The clioked jet trouble is 
non-existent, a thorough mixture is ob- 
tained, which is for(-'e<i into the cylinder 
by the preasui'e of the inrushing iiir, hence 
the latter is charged with gas to its 
ntin.>.-it capacity. S. li.B. 

JANUARY iitli, igi2. 



entry being the first received by E. 

B. Dickson, the trial hon. sec. for 

this event, I had the advantage of 

starting first for motor cycles. Sliarp 
at seven o'clock I was given the word to go b\ 
Timekeeper F. T. Bidlake and R. H. Head, 
the chairnran of the club. The first few miles 
required great care over the tramlinesrand W. 
H. Wells with his big 7 h.p. Indiair sidecar, 
came past me going great guns. I certainly 
tried to overtake him, but owing to the 
bad state of the roads through Bagshot 
and Egliam, was quite unable to do so. Egham Hill was 
being observed., by F. J. Jenkins, and he informed me 
later that no fewer than tliirty-seven failed here. No 
doubt many of them were new to night driving. Surely 
the old hands would never fail so hopelessly. Soon after we 
had passed Blackwatev I was joined by V. Olssou on his new 
twin Trump-Jap, he having taken delivery of the machine two 
days previous to the run. It was certainly one of the quietest 
machines in the trial, and always had a good turn of speed. 

Several of the men were complaining about having lamp 
trouble, but I was one of the fortunates this time, having 
fitted one of the Lucas lamps with two separate generators, 
.and also an electric lamp and dry battery. 

Just before reaching Andover 1 noticed Jack Woodhouse 
and his back tyre having a few words together. 
. I an-ived at Salisbury, the first checking place, at 10. £0, 
and all were quite ready for their first "breakfast." Several 
i)f the machines could not be taken into the hotel yard, and 
had to be left in the road while the riders refreshed the 
inner man. 

The Course Well Marked. 

I W. H. Wells and I left Salisbury in the second stage of 
the jom-ney, and I kept a very sharp eye for the turiung 
at Wilton, this being the place where so many of us went 
wrong last year, but', thanks to the trials secretary, the course 
was very well marked with lanterns at the back of the arrows^ 
and no one need to have gone wrong. 

The narrow roads and lanes beyond Shaftesbury were in 
a deplorable state, and floods were met which caused my 
belt to slip in taking the splash, and, in fact, I saw two 
cars skidding all over the road. 

Yeovil saw a good number of the meii taking in supplies. 

Chard was the next stumbling block for the majority of 
the riders. Mather and I struck the hill together, but, 
■ unfortunately for him, he fizzled out, whilst I slipped in 
ray low gear and sailed comfoilably to the top. I was 
much surprised to see such a large gathering of spectators 
so early in the morning, and yet a section of the trade say 
they do not want competitions. It is a pity they do not go 
through some of these trials and witness the enthusiasm all 
along the line. 

Alan Hill told me he failed first time with his Rudge 
and sidecar, but went down again and .made a clean ascent : 
in fact, I quite believe fifty per cent, failed owing to 
their striking the hill unawares in the dark. 

At Yarcombe I waited at the top to witness several of 
the climbs, arid the best I saw was by W. A. Sale (7 h.p. 
Indian), who came up -at a great speed, and V. Olsson (Trump 
Jap), also Han-y Bashall with Enfield sidecar. 

The weather now had become very bright and riding con- 
ditions were much better. One thing I am quite sure about, 
had we known the roads were in such a dreadful condition, 
when riding over them in the dark, we should not have 
taken such risks. However, "All's well that ends well." 

The first x-eturn check was about one mile from Yeovil, 
and I felt convinced several would be disqualified for being too 

I was not due before 10.25, but I noticed some of the 
back-markevs had signed in at 10.8. 


The floods were still out, which caused tiie 
belt-driveii macliines much trouble. A. good 
many people witnessed the ascent of Shaftes- 
bury. Bell (F.X.) and PIuU (Indian sidecar)' 
led the field as far as Basingstoke, where 
Southcombe-May was in charge of the second 
check, which caught several of the riders 

At Bagshot I caught up Bel! lighting 
his lamp. We both were very anxious to 
be the first to finish, so I took the risk 
over grease and mud and checked in first at the finish at 
5.43, having gone through the most arduous and trying trial 
that 1 ever remember, my machine — a Bradbury — never 
giving me a moment's trouble, except the petrol pipe, which 
somehow got choked. The tyres — R.O.M.— did their work re- 
markably well considering the nature of the roads, and held 
up splendidly. W. Coopek. 

Experiences of the Competitor using the 
Smallest Engine. 

When I left home on Tuesday afternoon it was raining 
hard, and my belt was slipping very badly. On arrival at 
Hounslow I found that nearly aU the competitors were 
there busily engaged putting finishing touches to their 
machines. Just prior to leaving, I heard that A. V. 
Sumner had been unfortunate enough to break the axle 
of his S.A. three-speed gear. At 7.57 p.m. I was 
despatched with F. L. Goodacre (A.S.L.), rain falling 
slightly. We kept company until Basingstoke was reached, 
where we found several competitors who had stopped for 
a smoke and something to eat. G. N. Higgs (A.C. Sociable) 
supplied us with hot coffee from his Theraios flask, and 
S. B. White (4 h.p. Service) with some beef tablets, both 
of which were thoroughly appreciated. Finding that my 
exhaust valve had lengthened, I filed a piece off at the 
garage. In the middle of Salisbury Plain I found H. A. 
Cooper (Bradbury) and R. Croucher (3^ h.p. Kerry and 
empty sidecar) with sandwiches and hot Bovril. As time 
v>-as getting on, I restarted only to be stopped very soon 
by Frank 'Thomas and 0. HUl (G.O.K. sidecar) for some 
petrol, as they had run out, so we turned the little 
Alcyon over, and got some out fia the filler cap. Then my 
troubles started. About one mile after leaving Thomas, 
the exhaust valve broke, and all my spares were too long. 
I here discovered that I had, among other things, lost my 
file, so there was nothing else to do but take off my belt 
and pedal. Thank goodness, not very far off I found a 
signal box, so went up the railway bank and knocked at 

Tlie team of Ariel riders in the 1911 M.C.C. London-Exeter-London Run . 
F. C. North, G. Boswell, C. B. Duberly, and S. C. Ferryman. All four succeeded 
In Kainine gold medals. 


JANUARY nth, igiz. 

Competitors' Experionces In the M.C.C. Winter Bun.— 

the door. After a little searching round, the old signalman 
found what I wanted, and I was enabled to file a little off 
a, valve and pi'oceed into vSalisbury. Here I found C. F. 
Halsall iClyno) just getting ready to leave. Having filled 
up with petrol, oil, carbide, etc., 1 was just about to enter 
the hotel when H. Foote (8 h.p. T.T. Bat) arrived, having 
had trouble with his front tyre. I was now something 
like two and a half hours late, so we pushed on together. 
We were travelling together at a very reasonable speed, 
when Foote hit a water splash, but, luckily, did not stop 
in the middle. After examining this for depth, I decided 
to risk it, so took it "all out." We then, of course, found 
our belts slipping, so stopped and applied some more 
" Belticum," which immediately stopped the slip. I had 
applied some of this stuff before leaving Hounslow, and I 
must say it is nothing shoi't of marvellous on either a 
rubber or leather belt for stopping slip. A few hundred 
yards further on we came across another water splash, so 
took it "all out" again. Here we passed Halsall going 
very slowly, and with his engine transmission making a 
terrible noise. Yeovil was our next stop, where we filled 
up with petrol, etc., and the garage proprietor very kindly 
supplied us with hot coffee, etc., the Mermaid Hotel being 

Chard Hill. 

I managed to get nearly to the top of the steep pitch, 
and feel sure I could have climbed to the top c^oilld I have 
pedalled, but, as mentioned earlier, I was minus a chain. 
After pushing the machine up to the cottage, I managed 
to get going again, and flew to the top. I was very worried 
again over Yarconibe Hill, but was agreeably surprised to 
find that I was able to get round the first two or three 
bends ; then Foote pushed me a few yards now and again 
till I reached the top. About fifteen miles out of Exeter 
I was stopped by J. Chater-Lea (Chater-Lea sidecar), 
who had broken the spring of his contact-breaker, so after 
leaving him a new contact-breaker complete I pushed on 
into Exeter. Having left Salisbury so late, I had no 
time for food, and had immediately to turn round and 
come back. At Yeovil we were feeling pretty bad, not 
having had anything to eat since leaving Salisbury, and 
plenty of work to do. While Foote ordered some drinks, I 
saw that the machines were filled up with petrol, and 
bought some buns. The next stop was for oil, as I had 
been giving my little engine plenty. On Shaftesbury Hill 
Foote a^ain helped me to the top by means of a few pushes 
on the shoulder. I must repeat that I am sure it would have 
been quite possible for me to have climbed all tlie liills had 
I been able to give a little pedal as.=istance. Then on to 
Salisbury, where we had a meal which we thoroughly 
enjoyed, being almost starving. 

Just outside Salisbury I took the wrong road, but only : 
for a few hundred yards, when I discovered my_ mistake. 
Nothing happened after this until I arrived back in Houns- 
low nine minutes inside twenty-four hours. 

With the N.W. Londoners to Gloucester. 

On Christmas morning I fetched my 3-^ h.p. clutch Singer 
from Euston Station, and, never having been on a machine 
of this make before, I was very anxious to try it. I rede 
llie machine straight home, and did not get a chance to 
Iry it again till Friday, when 1 had a short run round, 
aiid then went up to Hampstead in the evening, to be 
DM the spot for the start to Gloucester. After trying many 
places, wo (H. J''oole and myself) eventiially arranged to 
sleep on a sofa at the Bull and Bush Hotel, all the beds 
being engaged. Here we found Montacue Drew, who had 
knocked the eilenc;r off his. 3i h.p. 1912 Zenith. 

Coffee Tin Silencer. 

As the r'.ili's ,.f the coiiipelilion slated that noisy macliinos 
would be disr|iialified, we fixed up a coffee-tin to act as 
silencer. It was not till 3 a.m. that we had finii-'hed this, 
together with sundry adjustments to our own machines. 
I'he coffeelin silcni-cr was .-i great success, and held together 
rluring the run to (.lloucfster and back. We then retired 
to our " lieds," only to rise again at 5.15. At 7.15 the 
first man was despatched. The road from " Jack Straw's 
Castle" was somewhat twisty, but very well arrowed; 
iiAy onco did I, in company with G. Fletcher 
Douglas) nearly take the wrong njad. Lucrkily, FletcluM 


saw our mistake just in time. I had not been able to test 
the Singer's hill-climbing capabilities, and was really 
astonished at the way it literally flew up Dashwood with 
cut-out closed and nothing like full throttle. 

The Writer Helps a Stranded Compeftor. 

About fourteen miles from Oxford one of my lamp-bracket 
bolts broke, and I was therefore obliged to carry lamp 
and bracket in one hand and steer with the other. I was 
somewhat late, and it was not a very nice experience, 
riding fast with only one hand, on a greasy road. Just 
outside Oxford Dickens was stopped, having run short of 
petrol. After giving him a couple of horn buUis full, I 
proceeded to Morris's Garage. The run into Gloucester 

. was uneventful, excepting the tramlines, which were in 
a terrible condition for skidding. 

The most interesting part of the return journey was the 
ascent of Birdlip, with its long gradual gradient and then a. 
corner, which is faifly stiff for a hot engine with cut-out 
closed. The Smger, .however, came up here without a 

. falter. Then for a few miles we ran through a fog. 

It was now getting dark and I was lampless ! However, 
I managed to buy an ordinary bicycle oil lamp, and with 
this I got into Oxford. Here, at -Morris's Garage, I 
borrowed a very ancient Autoclipse head lieht. 

There was a big crowd waiting in High Wycombe to 
see the competitors climb the fairly stift arid greasy hill 
leading out to Stanmore. A few miles on, I passed 
Griffittis on his little Alcyon, who had been delayed owing 
to belt troubles. After giving him a spare belt-fastenr link, 
I pushed on as time was fleeting. AH went well till the 
Bull and Bush was reached, when I discovered that I was 
two minutes ahead of time. I decided to allow myself half 
a minute to get to Jack Straw's Castle. This, I found to 
my sorrow, was not quit-e long enough, as I was twenty 
!;;.conds outside my maximum time. 

The Runs Compared. 

There is really no comparison between the two runs. 
Whereas in the first competitors had to climb Chard and 
Yarcombe in the dark, in the last, Dashwood and Birdlip 
were ascended in daylight, which is quite another matter. 
The roads to Exeter were in a far worse condition than those 
to Gloucester, and, coupled with the bad- roads, a light- 
weight is very hard to get through without even any 
pedalling gear. I would suggest next year tlie competitors 
should all have to make a non-stop from Gloucester to the top 
of Birdlip. ^ n ArnNTuy 

R. 0. Clark (four-cylinder F.N. and sidecar), one of (ho succesiiul competitors in 
tlie M.C.C. Exeter run. On all hands one heard expressions of approval concerninc; 
the silence of this machine. 

JANUARY iiih, igi2. 

London to Gloucester and Back. 

BELOW will be found the results of the N.W. 
London M.C.C. twelve-hour trial to Gloucester, 
on Saturday, December 30th, subject to con- 
firmation by the committee : 

Special Prize (solo machines). 
W. Cooper (3^ Bradbury) 

Special Prize (passenger machines). 
?'F. W. Appleloee {3f Scott sc.) 

Silver Cup Winxers. 
(Lost less than 30 marks. 

We have been asked to point out that several com- 
petitors lost all their marks through making adjust- 
ments in the control at Gloucester — a contravention 
cif the rules. 

Glynn Eowden (3^ Triumph) 
A. E. Woodman (2f Hura- 

E. Pond (5i Singer) 

W. Cooper (3^- Bradbury) 
"W. Oldman (6 Bat and'sc.) 
H. C. Mills (3i Premier) - 
R. Scott (3^ Triumph) , 
.C. M. Simpson- (7 Indian) 
C. J. Burton (10-12 Jlors) 
-A. E. Hawkins (2r A.J.S.) 
H. H. Berlandina (3^ P. 
■ and JL) 

F. W. Applebee (31 Scott 

J. Beal (34 Iv'.S.U.) 
Eric Rose (3-^ Triumph) 
E. F. Lawrence (34 Rudge) 
J. W. Thomas (2^J Douglas) 
M Jlorgan (8 Jlorgan 
. Runabout) 

R. Lord (6 ilex Sidette) 
J. A. Hilger (34 Premier) 
E. L. Printz (5 Bat) 
H. Beau (5 Matchless) 
A S. Phillips (7 V.S. and 

W. C. Knight (34 Triumph) 
A. 0. Rivon (16 Argyll) 
P. H. Goddard (2| Douglas) 
Gordon Fletcher (2| 

G. S. Drew (6 Zenith) 
:^L Drew (34 Zenith) 
L. S. Guiver (34 Rudge) 
R. G. Jlundy (34 Singer) 
A. F. Flint (24 Stuart) 
Hal Foote (8 Bat) 
A. V. Deacock (6 N.S.U. 

and sc. ) 
R. Hollowav (3| Premier 


Silver Medals. 
(Lost less than 40 marks.) 
0. Tustin (2-3 Enfield) f Frank Smith (5-6 Clyno sc. 1 

W. Jacobs (34 Rex) j 

Broxze Medals. 
(Lost less than 50 marks.) 
G. Griffiths (24 Alcyon) | A. G. Peppercorn (34 Brad- 

L. Cass (34' Quadrant) I bury) 

W. Tormey, the Sydney motor cyclist who recently lowered the motor cycle 
record between Melbourne and Sydney (Australia). During the journey he was 
charged by a cow, which afterwards rolled over him. The existing time was 
48 hrs. 40 mins., which Tormey improved upon by 4 hrs. 37 min. His mount is a 
31 h.p. Kerry-Abingdon. 

-J— «»«^^-<~ 


MR. A. C. DAVISON, the well-known manufac- 
turer of tanks and other motor cycle adjuncts, 
has, in response to a demand for a tank of 
larger capacity than usual, brought out one which 
holds slightly over two gallons, and vet is not 
aliiiormalh wide in tliat jiortioii where width would 


be an inconvenience. The tank is pointed at the 
front, wide at its foremost end, and then gracefully 
tapers away. The width at the widest point is 7in., 
and at the narrowest S^sin- When mounted on the 
frame it has quite a neat appearance, while the 
advantage of carrviiig two gallons cannot be over- 

A special tapered two-gallon tank with hinged stoppers made by A. C. Davison. 

Davison's positive drip-teed. A new automatic drip-Ieei lubricator. 

Other novelties of Mr. Davison's production are 
a 1%'m. hinged stopper, which is of a most con 
\enient size and two new drip feeds (see sketches) 
one working by suction and the other by, gravity. 






January 11th ... 5.10 p.m. 







Birmingham to York and Back. 

At a meeting of the Birmingham 
M.C.C. committee on Wednesday last 
week it was decided to award a gold 
medal to \ . Busby (2| h.p. twin Humber) 
who finislied second to F. A. Mc.Nab. 
The twin Humber was the smallest 
machine in this difficult trial. 

The Year's Motor Cycle Records. 

For hanging up in the office, we have 
had the list of British motor cycle 
records which appeared in our issue of 
November 30th, mounted on- cai'dboard. 
Readers who would like a copy for re- 
ference purpose.s Ehoull apply to The 
Motor Ci/tle offices, 20, Tudor Street, 
E.G., enclosing 2d. in stamps to defray 

French Winter Trial. 

'ihe Marseilles fil.C. will hold a motor 
cycle competition on February 18th, 
which will include a hill-climb and a 
speed trial on the flat. The climb will 
be on La Cede, a hill with a maximum 
gradient of 1 in 8. The results will be 
decided on formula, and no change of 
gear will be allowed in the hill-climb 
and speed tests. A number of prizes 
are offered, and further particulars may 
be obtained from the secretary, 14, cours 
Belzunce, Marseilles. 

M.C.C. de Fiance Annual Reunion. 

The Motor Cycle Club de France 
assembled on Saturday evening last to 
distribute the prizes won in the recent 
Circuit de Melun, and to participate , in 
a banquet. Many representatives of the 
sport and industry were in evidence, 
among them visitors from the Motor 
Cycle Clu' de Paris. During the evening 
an announcement was made that the 
M.C.C. de France and the M.C.C. de 
Paris would .shortly be amalgamated, the 
former to abforb the latter. The re- 
mainder of the evening was devoted to 
a lantern lecture on the beauties of the 
Meuse and Rhone Valleys. 

A.C.U. Annual Dinner. 

The annual dinner of the Auto Cycle 
TInion will be held at the Waldorf Hotel, 
Aldwych, W.C, on Saturday, 20th 
January, at 6.30 for 7 o'clock, when Mr. 
llohert Todd, the chairman of the Union, 
will preside. As u.sual a most interesting 
iniisical programme, at which several 
w:>ll-known artistes will appear, will 
follow the dinner. For the convenience 
of those dubs wliicli aie making up 
.parties to attend the dinner, seating 
accommodation will be arjangcd so that 
fiiends may sit together. fjadira are 

invited to be present. The price of 
llui ticket is 7h. 6(1., and may be 
ohtiiined upon application to the secretarv. 
Auto Cycle Union, ii9, Pall Mall, Londoii, 

JANUARY nth, igi2. 

(Sms^^ ^ 



Australian 24 Hours' Record. 

Until recently the twenty-four hours' 
motor cycle record was held bj' H. B. 
James, who covered a distance of 460 rriles 
on Western district roads. ^ P. J. O'Brien 
(riding a 1909 3^ h.p. Triumph) lias im- 
proved upon this mileage. Starting at 4.5 
a.m., O'Brien rode for 23h. 50m., in which 
time he covered 504 miles. His ride was 
not without incident. The petrol tank was 
punctured by a stone being thrown up, and 
the wire control to the exhaust valve lifter 
broke, thus necessitating the opening and 
shutting of the compression tap by hand. 
The roads on the whole were very bad, 
there being in places bad, sandy patches 
6in. deep, which, of course, caused very 
slow going. The route taken was through 
Essendon, Woodend, Lancefield, and 
Carlsruhe. O'Brien had one bad fall 
during the night on Battlepork's Hill, and, 
owing to his lamps failing, the trips 
tlu'ough the Black Forest necessitated 
cautious riding. 




Birmingham M.C.C. Passenger Trial. 

Mi. Herbert Austin, president of the 
Biriiiir.gham M.C.C, has offered a cup for 
that club's passenger trial, which we re- 
ferred to last week. 

Cost oJ Running. 

We are obliged to hold over until next 
week further letters on the subject of 
" Cost of Running a Motor Cycle," 
which feature has now been running in 
these columns for several weeks. 

A Protest. 

We have received a copy of a letter 
written by J. J. Woodgate to the Auto 
Cycle Unioji protesting against the awards 
in the recent Sutton CoTdfield A.C. two- 
day reliability trial. Mr. Woodgate con- 
t;ends that certain competitors placed in 
front of him transgressed the rules, where- 
as he made a non-stop run. 

Ninety-two Motor Cycles in Two Years. 

It is extremely likely that the record 
— if there is such a thing — of riding the 
largest number of motor cycles in a 
year belongs to a member of the staff 
of Tha Motor Cycle. The rider in ques- 
tion sampled no less than forty-five 
different motor cycles and five cars 
during last year, tlie total for 1910 being 
forty-two, i.e., ninety-two in two years. 
The average distance ridden on each 
machine was about fifty miles, the 
experience of some extending to .several 
thousand miles. 

A Reader's View of the Exeter Run. 

A correspondent has compiled from our 
columns the following list of 100% suc- 
cesses in the M.C.C. winter run, and 
sends it to us with the following remarks: 
"It would appear there wivs a gold medal 
for every competitor except the very 
unfortunate, and that the entry fee was 
sufficient to buy a gold medal and leave 
something Inw.irds the expenses from 
each competitor." 

Douglas ... 



tered 7 ■ 

old medals 

Bradbury ... 






Triumph ... 









Cliater - Lea 



New j-fudson 






Then follows 

a 1 


of singl 

' successes 

P. J. O'Brion, an Austratian motor cyclist, who 
recently lowered Ihe Australian twenty-four hours 
record, covering a distance ot 604 miles in that 
period. He rode a Triumph. 

Affairs in the States. 

An account of an intorviow with Mr. 
IJeorge M. Hendoe appears in an Ameri- 
can contemporary. Mr. Hcndcc tells 
s(mie interesting facts about his great 
business. 15,000 machines are to be 
made, and all are to bo dpliver(^d before 
.July 1st. The output since Jaiuiai'v 1st 
is one hundred machines per diem— an 
average of one machine every five and a 
half iiiinules. 

JANUARY nth, igi2. 


An Easy Record. 

During 1911, .7,357 motor cycles of 
British manufacture were sent abroad, 
representing witli parts a value of 

The Midland Race Track. 

Mr. F. A. HcNab informed us 
week that arrangements are well in hand 
for the flotation of a company to build 
the proposed two-lap racing 1rack in the 
Slidlarids. Two sites are lii view — one 
near the old waterworks at Aston, "the 
uther at Shirley.; the former is the one 
preferred by Mr. ilcNab, as being more 
convenient for the general public. 

The Proposed Yorkshire Invitation Tiial. 

■ The Ilkley M.C.C. invitation ■winter 
reliability run is not to be held, mainly 
on account of the A-C.U., which refuses 
permission to hold an open trial on 
Sunday, and many will support the 
governing body in its decision. Besides 
that, the Ilkley Club finds that under 
the rules, everv participant would have 
tV) be affiliated 'to tlie A.C.U. 

Winter Mudguarding. 

The issue of last week containing a 
leaderette ou winter runs had only been 
published a few hours when we received 
a message from Rudge Whitworth, Ltd.. 
informing us that they had experimented 
with our suggestion for a detachable form 
of mudguard extension for winter riding. 
The attachment had been made tem- 
porarily and tried on the road by Friday 
morning, and promises to be successful. 

Biooklands and the Six Days'^Trials. 

jT/ic Motor C'l/dc suggestion to transfer 
■the last days' run of the Six Days' 
Trials to Brooklands. which has received 
general approval, is unlikely to be adopted, 
this year at any rater— more's the pity. It 
appears that the chief objection is the cost 
of hiring Brooklands for the occasion — 
about £25 — but surely there would be a 
good return from the " gate money," as 
it is extremely likely that hundreds would 
welcome the chance to witness the final, 
seeing that it is usual fi)r trials machines 
to be fitted with new departm'es under- 
going test for the succeeding year. 

Up 1 in 8 at 10 m.p.h. 

The open reliability trial cm the 20th 
inst., organised by the Herts County 
A.C., is likely to attract a good deal of 
attention. Mr. Cooke interviewed the 
Chief Constable of St. Albans last 
week, and he is quite interested in the 
ten-mile per hour climb up Holywell Hill 
m the centre of St. Albans. It will be 
an interesting and instructive test, for 
the JIayor of St. Albans recently stated 
in'court that he doubted whether a motor 
cycle could climb the hill at ten miles 
per liour. He happens to be an old 
motor cyclist, so ;\Ir. Cooke is inviting 
him to be present ou the day of the 
contest. Holywell HiU has gradients of 
approximately 1 in 8 in places, and a 
ten-mile an hour limit is imposed. 

The Winter Trials. ' 

E. Marshall, as well as the passenger of 

the Bounds- Jap sidecar, have written cor- 

^.^recting H. Bashall's statement in the last 

f Bpssue tliat the Bat was the only single- 

"-•- geared sidecar successful in the Exeter 

run. The Bomrds-Jap had a fixed gear. 

and, we are told, made a non-stop run, 

except for occasional lamp troubles. 

A. T. Stanton desires us to make it 
known that the coiijiling of Hugh Gibson's 
sidecar, which gave way hi the Gloucester 
run, was not of Bradbury manufacture. 
It appears that owing to the rush for 
delivery, Gibson had to borrow a sidecar 
attachment from a friend. 

.Jas. L. Norton assures us that he is 
quite a stranger to valve trouble, and that 
tlie real cause of his retirement from the 
Birmingham to York and back run was 
due to the sidecar tyre peeling oii the rim, 
the resultant delay occupying 50m., which 
was the limit of time allowed, thus entail- 
ing disqualification. 

In our report of the Gloucester run, 
A\ . F. Giiiver was referred to as F. W. 
Guinness. In drawing our attention to 
the, slip, Mr. Guiver mentions that he 
completed both the twenty-four hours' 
London-Exeter run and the twelve 
liotirs' run London-Gloucester and back 
without . opening tl]e toolbag of his 
3^ h.p. Eudge.. ; 

A. Mabon (Rudge! sidecar), who was 
reported' in our last issue as not having 
arrived at Hounslow.witliin thirty hours 
at the end of the London to Exeter run, 

[Eti miiEE i^jgi^TS | . 


J in. 20.— Herts. County .\.C. Open Trial. 

„ 20. — .A'.C.U. Annual Dinner. 
Teb. 17-— Sutton Coldadd A.C. Open 

One Day Trial. 
' !ar. 2.— A.C.U. Open One Day Trial. 
„ 23.— B.M.C.R.C. Race Meeting. 
1, 30.— Derby and District M.C.C.Open 
Apl. 5-8.— N.W. London and Herts. 
County M.C.C. Joint Trial 
and Open Hill-climb (Yorks.J 
and Ladies' Conipeti'.ion. 
„ 8.— Westmorland M.C.C. Open 

Hill-climb at Shap Fell. 
„ ij.— Oxford M.C.C. Open Hill-climb 

informs us that he arrived at Hounslow 
in twenty-seven hours. The checker, 
however, had left. Mr. ilabon, who 
had been delayed by severe tyre trouble, 
established proof of his arrival, and the 
matter is now being placed before the 
committee of the M.C.C. 

J. C. Prior writes to say that he did 
Knish the N.W. London Club's Gloucester 
run. but not until 11 p.m. His delay 
was due in no way to his Bat sidecar, 
but to the fog which caused him to run 
some miles off the course. Mr. Prior 
tells us that he climbed Dashwood on top 
gear and Birdii]) on low gear with half 
throttle, and this without stopping to 
cool his engine at the hill foot. 

It is iirteresting to note that although 
llie Bow^den two-speed gear is designed 
for 3^- h.p. machines, it successfully with- 
stood the hefty horse-power developed by 
an 8 h.p. .I.A.P. engine pulling a side- 
car itr the London to Exeter winter run. 
and helped to earn its rider a gold medal. 
Owing to an obstruction on Chard Hill. 
the rider came to a stop, but the engine 
was started by means id the kick starter, 
and the combination Wi":3 got under way 
without difficulty, and without the rider 
leaving the saddle This performance 
was applauded by those who witnessed it. 

About five miles from Salisbury, a new 
Lucas lamp dropped off the sidecar of 
Hugh Gibson's Bradbury. He offers 
10s 6d. reward to the finder. 

Half-yearly Index. 

An index to the last half year of TIu: 
Motor Cycle is now ready, and copies 
may be obtained for 3d. post free, on 
application to these offices, 20, Tudor 
Street, E.C. 

Auto Cycle Union Notes. 

ToL'RiST Tkophy R.\ce. — The Secretary 
has been instructed to write to the 
authorities concerned to learn when per- 
mission to hold the Tourist Trophy Race 
m the Isle of Man will be granted, and 
in the event of no definite reply being 
received within a reasonable time ti: 
communicate with one of the principal 
iiencn motor cycle clubs with a view 
to holding this important event in 

Six D.\YS' Truls. — It has been defi- 
nitely decided to hold these trials m the 
West of England, with Taunton as a 
centre. The new rules have been drawn 
up, and after being laid before the 
Standing Joint Committee (consisting of 
members of the A.C.U. committee and 
the JManufacturers' Union) they will be 
brought before the General Committee 
for confirmation. 

Brooki,.\nds and the Six: Days' 
Tri.als. — The Competitions Sub-com- 
mittee carefully considered a suggestion 
which appeared in Thn Motor Cycle., 
that the last day's ran of the trial 
should be held on Brooklands Track, 
but, mainly on the score of expense, it 
was agreed that this year, at any rate, 
the suggestion should not be carried out. 

(JuADOARS.-^The Auto Cycle Union has 
been requested to grant permits to clubs 
organising trials for the above type of 
vehicle. As these are not classed as 
motor cycles by the Local Government 
Board, the Union feels it has no juris- 
diction over them, and in consequence 
permits camiot be granted at present 
to clubs to run trials for these cars. 
The Union has, however, asked the 
Royal Automobile Club if it will take 
steps to encourage their development. 

Affiliations. — The following clubs 
have become afliiliated to the governing 
body : The South Birmingham M.C.C. 
the Bristol M.C.C, and the Ceylon 
M.C.C. The latter is the first colonial 
club to become affiliated to the Auto 
Cycle Uni(jn. 

-Me.ubership. — At a. recent meeting of 
the General Committee, sixty-seven new 
members were elected. 

Permits. — Permits to run one-day 
open trials ha\e been granted to the fol- 
lowing clubs : The Bristol B. anil 
M.C., August 2iid, and the Sutton 
Coldfield A.C, February 17th. One day 
is considered to be tweuty-four hours. 

At a recent committee meeting of the 
A.C.U., the following resolution was 
passed : " That, in view of the pre- 
vvalence of police traps in many of the 
counties throughout the country, the 
committee strongly recommend the mem- 
bers of all affiliated clubs to pay all 
their local taxation licei«;es for l»)i2 in 
'clean centres.'" Slotor cyclists are re- 
minded that the whole of the licence 
fees for dogs, armoria? uaarings, 
and men-servants, and part cf- the 
motor cycle, car and carriage Hcences, 
benefit the counties in which they 
are taken out. Many counties are 
making special appeals to- residents not 
to take out licences elsewhere. 


JANUARY nth, 1912, 


^- iVJaiDcett 

TO ^iHt 


(Continued from page 17.) 

Sunday was the next day, but we decided to get 
along, and left busy Dijon for Dole, the weather being 
still comparatively cool. 

Just before Dole was reached we came upon the 
nicest village we had yet seen, which looked ideal as 
■we slowly approached down a long twisty hill. How- 
ever, once there we were too busy to admire much, 
■ for the main street was bumpy and steep, and we wexe 
in for a nice steady pull up out On to the hills again. 
Poligny was our next stopping place, this time to 
enquire our way and for Grange to tigliten a nut on 
the carburetter. We were now faced by what 
appeared to l>e a wall ■of hills, and, ascertaining that 
the road went over them, we set off, delighted to be 
able to let our motors "out"; nor were we dis- 
appointed, for we soon struck something that was 
worth tackling. I was taking a rather nasty hairpin 
when I came face to fa-ce with a bullock cart and two 
dull-eyed bullocks. These being successfully passed, I 
helped my machine with a few siiarp digs of the pedals, 
and after tackling one or two more hairpins the road 
fini.shed with an straight long pull up, which 
gave no trouble. A further ten miles brought us to 
Champagnole, and whilst I was buying petrol Grange 
essayed his French at a cafe and asked for lemonade. 
A few minutes later he came and asked me why 
they brought him gin in a bottle and three tall glasses! 
I tried my luck to see what would happen, and got 
lemonade, but it was pink. 

Over the Juras into Switzerland. 

Leaving Champagnole, we soon came to a fork in 
the road. As I could not make it out on my map 
and the corner post gave towns or villages 1 could 
not fmd, we took the right-hand road, and after 
twenty miles reached Lons-le-Saunier-les-Bains, to 
give the place its full name — which, by the by, it 
does not deserve — in the middle of the afternoon, 
and there being no other place of any importance for 
a good distance on our route, we decided to stay 
rhc night here, the day's distance being ninety miles. 
We found the C.T.C. Hotel Geneve excellent. 
Grange was rather bothered to-day with a slipping 
belt, but (his did not cause any trouble wordr 

Next moriyng, Monday, July 17th, -was as .sunny 
as usual. On vvliceling the bicycle out, I found the 
sadflle was loose, and on further inspection I saw the 
.saililie-pillar was broken. I was, luckily, able to 
have another filted, at a cost of two shillings, at a 
< ynle shop alm<5St opposite the hotel. Perhaps I 
Jiad better say here that this saddle-jjillar was not 
sti[)plied wiih Ihc machine, but was taken with 

saddle, etc., complete from my last year's mount of 
■different make, as I prefer a saddle that has been 
ridden some time to a new one. 

A very enjoyable run of thirty miles brought us to 
our proper road, which we joined at Laurent, the 
scenery now being very impressive, as in the distance 
we could see mountains like a dark bank of clouds. 
Grange was quite impressed when told we must 'Cross 
over them, but no doubt we should find a twisty road 
and sneak through almost without knowing it. We 
now began to tackle the Col de la Savine in the 
Juras, and the going was excellent, the splendid road 
leading through a pine forest which gave every now 
and again lovely panoramas of distant mountains 
and valleys. 

A Wonderful View. 

A descent to Morez, and we were climbing 
again, this time the Col de la Faucille, a nice sport- 
ing climb some five miles long, amidst magnificent 
scenery. Very sorry were we to reach the top. At 
Les Rousses we stopped at the French customs, 
although I did not think it necessary. A look at our 
tickets, and we were sent on our way again, to be 
met by another motor cyclist who had no doubt just 
left Switzerland. We thought we had reached the 
top of the Col, but were mistaken, for we afterwards 
passed it, with its hotel and a number of cars that 
had run up from Geneva. We were now descending, 
and very soon came to a view that brought us off 
our machines in quick time, for we appeared to be 
on a road cut out of the cliff side, and away to the 
left could be seen the glittering lake of Geneva, with 
Geneva itself bathed in sunshine, whilst the road 
leading down to it ajipeared twisting all ways, 'i'his 
lovely view kept us full of admiration for nearly half 
an hour before we started the descent properly. 
Round the corners very careful driving was necessary, 
especially after I had seen a light racing car come 
tearing up, with its driver in a racing helmet and ear 
rolls all complete." Every now and again a house 
was passed flying the French flag, denoting we were 
still in France, although we had left the French 
customs house a few miles back. 

Aiong Lahe Geneva. 

Through Gex and then to Grand Saconnex, we 
came to the Swiss Customs House, and had a chat 
concerning motor cycles with a customs oflicer wjio 
spoke excellent English. Our C.T.C. tickets were 
sliown here, and we again had no trouble, not even 
undoing a strap. The roads on the borders of the 
lud countries were in a bad stale and 'cry loose. 

JANUARY iiih,^igi2. 


To the Tyrol and Back on Motor Cycles, — 

Arriving at Geneva in the early afternoon, we put 
our bicycles on the stands, and after tea we saw 
more motor . cycles in the next half-hour than we 
had seen for a week. The place was alive with them. 
All appeared to be hghtweights, very low geared, the 
Moto-Reve andMotosaeoche predominating, although 
the latter is not to Outward appearances anything 
like those seen, at home. Our machines and luggage 
had meanwhile drawn quite a csowd outside, which 
made our departure rather embarrassing. A halt at 
the bottom of the street, and we were at the lake- 
side, with its very animated scene of white pleasure 
steamers, motor boats dashing about, and white - 
sailed yachts, etc. We were reluctant to leave 
Geneva, and decided to revisit it on our way home. 

Lausanne was distant about thirty-five miles along 
the lakeside, and a re- 
mark of mine to Grange 
that we should" have just 
nice time to amble along 
and then get a good wash 
before dinner called forth 
the ad\ice that we must 
hurry. " But why? " said 
I ; "it is only half-past 
four." " Rot; it is half- 
past five," said Grange, 
and pointed to a clock ; 
then I realised the varia- 
tion between Swiss and 
French times, and had 
meekly to put' my watch 
on an hour. 

The run along the lake- 
side was charming, but 
Grange had broken an- 
other glass in his goggles, 
and was troubled with 
the midges -getting into 
his eyes. At Morges we 
stopped for a smoke, and 
watched an angler in a 
pretty little harbour. 
Grange had o^'ercome his 
belt slip just before en- 
tering Switzerland by 
hammering his belt rim 
up a bit and touchmg his 
pulley up with a file, so 

A line stretch ot Swiss road approaching the Austrian frontier.* 

it did not trouble him again, which was as well, for 
we expected Lausanne to be on a level with the lake, 
and were surprised when the road took a sharp turn 
to the left, and we were confronted by a nasty little 
hill. The abruptness of the turn and the fact that half 
the road was up pulled us both off our machines, but 
only for a moment, and we very soon reached the Hotel 
Victoria, where we found everything that could be 

A Morning's Overhauling at Lausanne. 

Next morning, Tuesday, July i8th, we decided to 
have our first day's rest, and spent it in the holel 
garage.- We took our cylinder heads off, scraped 
pistons and cylinders of deposit, and_ touched up the 
valves the least bit. I at once became unpleasantly 
aware that my gudgeon pin and bearings were not 

wearing as they should do, and I decided to give a 
pumpful of oil every ten miles instead of fifteen. 
Grange thought this a good opportunity to put m 
his new cam wheel, but it would not fit! This was a 
nuisance, as the old one had given not the least 
trouble, and the question was, was there sufficient 
metal left to -hammer over again? When replaced 
and hammered,, the old wheel loolced like holding, 
so was' left a's'it was, the new one being put back 
amongst the spares. 

The afternoon w'as pleasantly spent by a walk 
down to the quay at Ouchy and thence by lake 
steamer to Evian-les-Bains, 'Villeneuve, Chateau of 
Chillon (which, with all due respect to its admirers, 
we thought a barn-hke affair), Territet, Montreux, 
Vevey, and back to Ouchy. This trip took all the 
afternoon, and was well worth it, notwithstanding the 

inflictions of a man on 
the boat with a harp. 

^\"e had not had a 
drop of rain so far, and 
next morning, Wednes- 
day, July igth, we put 
on our overalls in con- 
tinued sunshine, and set 
off along the lakeside 
to Vevey, but I had not 
gone far on this very 
pretty but dusty road 
before misfiring set in, 
to be cured by tleanuig 
the plug ana contact- 

All along the .road 
there were plots of land 
or small fields rising 
from the lakeside in ter- 
races, given up to the 
cultivation of the grape, 
and the 'men vere seen 
\er\" busy with portable 
tanks and- sprayers 
syringing the vines, 
whilst there were also 
what I call " rain gtms " 
— that is, nothing more 
or less than a huge 
funnel-like gun point- 
ing skywards, the idea 

being to fire .it off when a rain cloud is overhead, 
when, with a bit of luck, one can get ram to order. 

At Vevey we turned to the left and began a long 
climb of several miles up a twisting road, and ever- 
hauled and passed a car, much to its driver's surprise. 

Along through Bulle we siiortly' took a road to the 
right, and Fribourg was soon passed, over a beautiful 
bridge with the river swirling beneath, Once over 
the bridge the road to the left was taken, leading to 
.Berne, the Swiss capital, and about eighteen miles 

Bad Roads in Berne. 

On entering Berne I had to wait for Grange;, 
whose petrol supply had almost given out. It was 
not nearly so easy to obtain petrol as in France, and 
with only sufficient to last for twenty miles one shculd 
begin to think about filling up. .■■.:, 




JANUARY iith,i9i3. 

To the Tyrol and Back on Motor Cycles.— 

1 was rather surprised in Berne to find that the 
simplest questions in French were scarcely under- 
stood, nearl) everyone speaking German. The roads, 
or at least the roads we took through the capital, were 
a disgrace, and many a back street in a manufacturing 
town at home would put them to shame. 

We w^ere now almost 
through Berne, and not a 
sign of petrol had we 
found, so we asked a man 
where we could obtain 
some "essence." A blank 
stare. Then I tried 
"Petrol," "Moto- 
Naphtha," "Stelline," 
and a few more names, 
until at last a light 
dawned on him, and he 
exclaimed : " Ah ! Ben- 
zina."- We had found 
another name for that 
useful spirit. We had to 
go over a mile to procure 
it, and ■ I gave Grange 
some out of my tank be- 
fore we arrived at a small 
house with the sign, 
" Auto - Benzin, where 
we both filled up. 

How hot it was! And 
our poor engines were 
hot, too, for the petrol 
we had bought was awful 
stuff, and our bicycles 
ran rather sluggisnly 
on it. 

Straight on, through 
magnificent scenery, ovei 
the river Emme, into 
Langnau. A halt for a 
cooling drink, a photo- 
graph in a .pretty village 
that looked just as if 
it had been made out of 
a child's toy box, and we 
were again off, passing 
at times lumbering wag- 
gons with teams of horses, 
the drivers often holding 
a cherry tree branch, 
which they had torn off 
.some of the many fruit 
trees lining the roads, and 
idly plucking the black 
fruit. The horses were 
relieved a good deal from 
the troublesome flies by 
perforated buckets full 
of smoulf'ering leaves or 
some damp sacking which 
were attached to the pole shaft. 

We soin reached another small river, which we 
followed fir some time, when the Bradbury suddenly 
stopped, without a sign of misfiring. We guessed the 
lroui>le immediately, and Grange very qiiicklv had the 
magneto chain cover off, then his liming gear exposed, 


(1) Looking down Maria' Tbercsienslrasse, 
Innstruck, ■ , 

clock in Ecrne, Switzer- 

and found that his " hammered " wheel had come 
adrift. A few drops of rain now came down, and as 
we were only a few yards from an open building, we 
went inside. We made a small kev and replaced the 
w'he.el, and were oft" again under twenty-five minutes. 
The rain was only two or three drops, but straight 
ahead it .was pitch black and a thunderstorm raging. 

We decided to stay the 
night in a country hotel 
near by, as it was now 
somewhere near six 
o'clock, and we were 
about fifteen miles from 
Lucerne, our distance for 
the day. being;io5 miles. 
-Next ; mprnin_g, .we re- 
luctantly left, and were 
soon approaching Lu- 
cerne. Grange was 
somewhere behind keep- 
ing out of the dust, and 
I was thinking of nothing 
in ■ particular, when 
suddenly I saw a long 
cigar-shaped . .. dirigible 
disappearing . behind a 
small mountam. • Grange 
cariie up, but although 
we waited, it did not 
appear again. 

Lovely Lucerne. - 

What a picture the 
approach to Lucerne was 
that morning, with the 
dazzling sun on the lake. 
Following the lake a 
little, we climbed up a 
bit, then stopped for a 
smoke and to admire the 
magnificent panorama 

that lay before us. One 
large branch of Lake 
Lucerne lay almost at 
our feet, everything being 
quiet except for the 
•steady "chug: chug!" of 
a motor barge in the dis- 

Passing through Kiiss- 
nacht, we left Lake Lu- 
cerne behind, but im- 
mediately came suddenly 
upon another about a 
third as big — Lake Zug, 
which is sjmething like 
ten miles along each side. 
This was, like all the 
otners. perfect. 

A drop down to Arth, 
then a turn to the left, 
and we struck a little terror ot a hill about six miles 
long, which, like all others, required some skill in 
iieg uiatmg the numerous corners. We were on the 
edge of a small mountain; on our right the road fell 
abruptly away, while below was a small lake of a 
dazzling blue. (To be continued.) 

JANUARY nth, igi2. 




Eclipse tree-enjine plate clutch fitted to the 
Vale. Note t^e flat belt and jockey pulley. : 

THERE are nineteen exhibitors of motor cycles at 
the Madison Square Garden Motor Show in 
New York, which opened on Saturday last. 
Below we briefly describe the principal American 
novelries and departures from standard practice in this 
country . 

The Aurora Automatic Machinery Co., which makes 
the Thor, has a new 7 h.p. V twin with cylinders set 

at 50°. The engine 
is oiled mechani- 
cally by a pump 
gear-driven off the 
cam pinion ; the oil 
reservoir is placed 
close . under the 
petrol tank. The 
transmission is by 
chain, and a new 
two-speed gear has 
..been evolved, with 
gears always in 
mesh. The control 
of this gear is from 
the left handle-bar, 
arranged, so that no 
gear . change - can 
take place until the 
clutch is released. A feature of the new' Thor spring 
fork is that both sides of the fork are continued up- 
wards for the handle-bars to pass through, the bars 
being supported by a stamped lug which fits into the 
fork side. 

The Yale twins, which are' the product of the 
Consolidated Manufacturing Co., of Toledo, have been 
augmented by the addition of a 5 h.p. model, with 
dual lubricating system, consisting of a positive acting 
gear-driven puTip actuated by a continuation of one 
of the intermediate magneto driving gearshafts. The 
oil pressure is regulated, and an auxiliary hand force 
pump is also retained. The , same idea of supporting 
the handle bars mentioned in connection with the Th-'ir 
has been adopted for this model. The American firm 
responsible for this design inge'i- 
ou5lv alHw for adjustment of the 
belt by fitHng rear wheel fork ends, 
which nermit of an eccentric 
movement of the rear spindle ; 
the total amount of adiustment of 
the belt is three inches. Pur- 
chasers are given an option of 
dry cell or magneto ignition. 

Still Adhering to the Auto=i 
matic Inlet * alv--s. 

Contrary to English practice, 
although a newly designed model, 
the engine has automatic inlet 
valves, and outwardly follows the 
lines of the old type Peugeot twin- 
cylindered engines. 

The free engine multiple plate 
clutch made by the Eclipse 
Machine Co. is adapted for fitting 
to the engine-shaft, and is supplied 

Showing details o. the Haney-Davidson 
** tuii floating " saidte. 

for belt or chain transmission. The mechanism con- 
sists of few parts, the clutch for engine belt pulleys 
having eleven discs held in place b\ a cover fastened 
with six screws. Spruig pressure can be regulated by 
hand. The control is from the handle-bar or a side 
lever at option. 

The Emblem Manufacturing Co. is responsible foi 
the introduction of the machine which we illustrate. 
Several points 
about it differ from 
standard British 

practice. As in the 
Thor and Yale, the 
handle-bars are held 
by three stems iit- 
stead of one. The 
saddle frame is 
hinged to the cycle 
frame at the peak, 
and supported on a 
coiled spring working over a vertical guide connected 
to the rear stays. This allows a radial movement of 
the saddle frame in addition to the usual saddle 
springing. The same firm exhibit a rear tandem 
attachment, a feature which is altogether missing from 
modern English exhibits. The seat of this is sprung 
■ on coil springs carried in telescopic tubes, one each 
side of the rear wheel. This firm still adheres to 
automatic inlet valves. 

One of America's Best Productions. 

The Harley-Davidson is one of America's best pro- 
ductions. - These machines are made in Milwaukee, 
and for 1912 are fitted with what is called in the States 
a " full floating " seat. This consists of pivoting the 
fore part of the saddle frame to the dropped top tube 
and spring supporting it from the usual seat pillar 
tube, on the lines of the Emblem previously men- 
tioned. The construction, however, differs from the 
Emblem in being made up with vertical flanges de- 
pending from the horizontal seat pillar and hinged to 
the cushioning device, which is in the seat tube, as 
shown in the sketch. 

Twin-cylinder Emblem, a representative American mount. The saddle pillar is pivotei to tue frime 
in front and supported at the rear by an extra spiral spring fixed to the frame. 


JANU4W iith,igi2. 

The New York Motor Show.— 

Another feature of the new Harle\' Dav'idsdh is the 
adoption of a rear hub clutch enclosed in a drum on. 
the left side of the- hub, and operated by a hand lever 
working in a quadrant on the seat tube. The usual 
jockey pulley for the belt is retained, and the width 
of the flat belt is increased to 2in. 

The Schickel two-stroke, the mudguarding of which is worthy of notice. 

The Indians are, of course, represented, but as their 
features were fully described at the time of the 
Olympia Show there is no necessity to refer to them 
again here. The same models are shown, but the 
American equipment differs from' the British with re- 
gard to saddles, mudguai'ding, tyres, and a few other 
items,- which enable the prices to rule somewhat lower 
than the models made for the English market. 

An American Valveless. 

The Schickel is a two-stroke engine with only three 
working parts — ^the piston, connecting rod, and com- 
bined flywheel, crank pin, crankshaft, and magneto 
drive. The radiating flanges are gradually increased 
from the cylinder base to the combustion head to allow 

the engine to run cool in spite of the increased number 
of explosions. The inlet pipe forms part of the cylin- 
der casting, and is so arranged that the exhaust, gas 
heats the ingoing charge. The transfer passage com- 
municates with the crank case by irieans of ports cast 
in the rear of the cylinder, and its lower end is bolted 
with the cylinder to the crank case. There is a com- 
pression release in front of the cylinder obtained by 
means of a mushroom valve opening inwardly. The 
engine is lubricated by purposely mixing the lubricating 
oil with the petrol and allowing it to go straight into 
the motor. It will thus be seen that this American 
design overcomes the oft-repeated objection to the use 
of crank case compression (mixing the lubricating oil 
with the gas) by purposely mingling the two before- 
hand, and so dispensing with oil pumps and other 
lubricating devices. It is claimed that perfect lubrica- 
tion is obtained, and it is only necessary to fill the 
petrol tank, charge the measure with lubricating oil, 
and pour it into the petrol tank, and the engine is 
ready to run. Simplicity itself ! if no deleterious effects 
follow- such a system. The machine to which this 
somewhat novel motor is fitted is on ordinary lines, 
except that it has a i ^in. flat belt drive. 

The American Motor Co., makers of the M.M., for 
which Messrs. J. C. Lyell and Co., Great Portland 
Street, S.W., are agents in this country, exhibit tevo 
models, a twin and a single-cylinder. The stroke of 
the single has been increased to 4in., but the bore 
remains 3in. as before. The twin has a new Schebler 
carburetter, flat belt, and jockey pulley. The prin- 
cipal improvements in other directions are four piston 
rings instead of two, longer pistons, stamped steel fly- 
wheels and axles in one piece. Roller bearings are 
now fitted to the crank axles and crank pin of the 
single-cylinder pattern. The leading features of the 
twin are an eccentric magneto drive and cylinders set 
at an angle of 90°. 


Birmingham M.C.C. Ninth Annual Dinner. 

THE above club's annual dinner and distribution of 
prizes took place last Friday at the Imperial Hotel, 
JBirmingham, where" seventy-eight members and 
friends, of whom there was a fair number of ladies, 
attended. Mr. Herbert Austin (president) was in the chair, 
and after the loyal toasts had been honoured he called on 
Mr. Edward Lycett to propose "The Club." 

Mr. Lycett mentioned the striking increase of the club 
membership during the last twelve months, and surprised 
.some of the visitors when he stated that the number of 
members on the books was fifty per _cent. greater than it 
was at the last annual dinner. 

The reply was by Mr. R. Vernon C. Brook (hon. secre- 
tary, who detailed the principal events to be organised by 
the Birmingham club during 1912, and mentioned some of 
the trophies that would be put up for competition, among 
which are the James Cup, the Evans Cup, and the Norton 
Cup; the Lycett trophy will also be again contested 
this year. 

" The V'isitors," proposed by JVfr. R. W. Duke (captain), 
brought from this well-known competition rider in earnest 
appeal to the visiting motor cyclists of Birmingliani wlio 
were present, atid who thouglit there was little or no chance 
for amateur riders in their events, to join the club and 
conje and try their skill in spi'cial competitions which would 
be organised for their benefit, and wherein the entries would 
be confined to those, who had never won a prize in a motor 
cycle contest. 

.\lr. (;. Shaw Scott, replying fin' the visitors, recoiuited 
some of his earlv experiences with a 1902 Singer motor 

bicycle, which was so well made and reliable that it ran 
33,000 miles in seven years, and then one day, like " The 
deacon's one boss shay," it succumbed to the potholes of 
the Aston Road. 

Then followed the distribution of prizes, which were 
handed to each successful competitor by Mrs. R. W. Duke, 
the names being announced by the Chairman. We noticed 
that Mr. R. W. Duke made many journeys from his seat 
to the raised dais where the trophies were distributed, he 
being the recipient of no fewer than ten prizes and medals 

Straight Talk. 

ilr. S. C. Ferryman, who proposed " The Governing 
Bodies," was a little severe in his criticisirl of the Auto 
Cycle Union, and Sir. F. Straight, the secretary of tliat 
body, must have felt some diflicultj in replying to Mr. 
Penyman's denunciation of last year's trials cirganisatiorf; 
but Mr. Straight assiu'cd the cijmpany that arrangements 
were in hand tor this year's trial whicii w-ould prevent 
repetition of past failings, and those who won medals in 
the A.(~!.[I. 1912 trials would assuredly earn them. 

Mr. J. L. Norton [)roposed "The I'ress," wliich was 
replied to by Mr. W. (!rew of this Journal and Mr. W. G. 
McMinnies. The toast of "The Chairman" brought the 
proceedings to a close at 11 p.m. 

The intervals between tlie toasts wei-e filled in by a 
musical and conjuring entertainment. 

The ari'ay of prizes and trophies on a side table made a 
lirave show, and it is seldoin one sees a liner display at any 
provincial cluh's iinnual function. 

JANUARY nth. 1912, 

Che terfield and District M.C.C. 
The annual meeting v-a: iield on the 8th inst. The annual 
dinner and smoking concei., will take place on February 14th. 

Glasgow M.C.C. 
The second annual dinner and presentation of prizes will 
take place on February 8th at Smith's Restaurant, Gordon 
Street, at 7 p.m., followed as usual by music. 

Wolverhampton M.C.C. 

The next breakdown competition will be held at head- 
quarters. King's Hall. Central Arcade, Wolverhampton, on 
Monday, January 15th, at 7.30 p.m. A whist drive and dance 
will be held on the 22nd inst. at 8 p.m. 

Oxford M.C.C. 

The annual dinner of this club will be held at Buol's 
Restaurant, Oxford, on Saturday, February 3rd. The prizes 
will include those awarded at the open hill -climb organised 
by this club last April. A good musical programme is being 
arranged. ^ 

Surrey M.C.C. 

The annual general meeting of the club will be held at 
the Angel Hotel, Guildford, on Thursday, January 18th, 
at 8.30 p.m. It is hoped to arrange a lecture to take place 
after the business of the meeting is concluded. 

The annual winter reliability trial in conjunction with 
the Streathani and District M.C.C. for the Marians Chal- 
lenge Cup will be held on Saturday, B'ebruary 3rd. The 
start will be from Leatherhead at 8.30 a.m., and the course 
will extend via Dorking, Farnham, Basingstoke, and 
Newbury to Andover, returning via Winchester and Farn- 
ham to Leatherhead. 

A breakdown competition will be held on Saturday, 
February 17th, at the Angel Hotel, Guildford, at 8 p.m. 

West Australian M.C.C. (Perth). 

Following on the formation of the club, a series of picnics 
was held. These contributed largely to the immediate 
success of the club. At the first annual meeting, Jlr. 
Naylor was elected secretary, Mr. Wigraore captain, and 
Mr. J. C. Cochrane chairman of committee. 

Prior to the formation of the club, a run was held to the 
hill, where, over a difficult course, a short trial took place. 
R. Wigmore (Triumph) made fastest time (3m. 5s.), fol- 
lowed by F. W. Oats (Brown) and W. Nelson (2i h.p. F.N.) 

The first official contest of the club was held on Decem- 
ber 2nd. This consist;-; of a hill-climb, the course being 
steep, in good order, and exactly a quarter of a mile in 
length. There were three classes : (1) The lightweight 
class, (2) standard 3^ h.p. machines, and (3) the open 

Punctually at 3.30 p.m.. the lightweight riders were sent 
up the Mount at minute intervals, in the presence of a 
goodly muster of supporters and a "cinematograph fiend." 
The second event proved the most keenly contested of the 
day, and the time (29|s.) was faster than in the open class. 
For this R. Wigmore (Triumph) won the special prize for 
fastest time, his machine fairly flying up the Mount. The 
open event brought out fifteen starters, and was won by S. 
Naylor, whose performance was very meritorious, as his 
duties as secretary had kept him so busy that he had not 
had time to clean his engine. Results : 

Class I.— 1, J. C. Cochrane (F.N.); 2, W. Nelson 
(F.N.); 3, F. Lloyd (N.S.U.) 

Class II. — 1, Roy Wigmore 
Norton (Keri'y-Abingdon), 31|s. ; 

Class m.— 1, S. Naylor (four-cylinder F.N.), 30is. ; 2, W. 
Nelson (2i h.p. F.N.); 3, T. Norton (Kerry-Abingdon). 

The A.C.U. formula was used throughout. It is worthy 
of note that every competitor succeeded in climbing the hill, 
contrary to the general expectation. 

(Triumph), 29is. : 2, T. 
3, J. Thornley (Triumph), 

Blackpool and Fylde M.C.C. 

Mr. Bennett's lecture will be given to-morrow (Friday), 
instead of on the day previously announced. 
Bedford and District M.C.C. 

A meeting will be held at the King's Arms Hotel, Bedford, 
on the 18tii inst. at « p.m., for the purpose of forming a 
jnotor cycle club. Over twenty names of intending members 
li.ive already been handed in. All interested are requested 
tc attend or communicate with Mr. H. A. Lock, 9, Grafton 
Roi:d, Bedford. 

Stteitham and District M.C.C' 

A lecture on the subjecu oi "The Use of Motor Cycles 
in the Army" will be given by Major Phillips to-morrow 
(Friday), at the Royal Automobile Club, Pall Mall, cnin- 
menciug at eiglit o'clock. The annual dinner and prize 
distribution will take place on Saturday, the 13th inst., at 
the Holborn Restaurant. The president, Mr. J. W. Orde, 
will be in the chair. 

(North-west London M.C.C. 

The smoking concert is fixed for Friday the 12th inst., 
at 8 p.m. An e.xcellent programme has been arranged. On 
Friday, the 19th inst., at ^.ZQ, Mr. W. G. McMinnies has 
kindly promised to give his lecture on " Speed." Both the 
above meetings will be held at the headquarters, the Rail- 
way Hotel, West End Lane, Hampstead, N.W., and anyone 
iiiterested in motor cycling is cordially invited. 

Newport (Men.) and District M.C.C. 

The first annual dinner took place on the 1st inst., after 
which the Chairman distributed the following prizes : 

First hill-climb. — 1, W. Jones; 2, G. Harris. 

Second hill-climb. — 1, W. Mitchell ; 2, W. Browning and 
F. Turner. 

Third hill-climb.— 1, F. Turner; 2, A. Williams. 

Fourth hill-climb.— 1, J. Herbert ; 2, J. W. Foreman. 

First speed-judging. — 1, A. Axcelson ; 2. F. Kelly. 

Second speed- judging. — 1, G. Harris; 2, F. Mitchell. 

Third speed-judging. — 1, J. Smith; 2, J. Nurdon. 

Petrol consumntion trial. — 1, J. Nurdon ; 2, F. Tui'ner ; 
3, W. Bennett. 

The general meeting will be held on February 3rd. 

North Midllesex M.C.C. 

The Management Conunittee met at headquarters on 
January 3rd, and approved of the fixture list for 1912. 
Forthcoming events are as follow : 
'March 16th. — Opening run. 

,, 31st. — Non-stop trial (members). 
April 5th to 8th. — Inter-team competition with Herts 
County M.C.C. 
;, 21st. — Speed- judging competition. 

A fine array o[ prizes presented at the Birmingham M.C.C. ninth annual dinner. 



JANUARY nth igi2. 



ELOW we give tabulated figures comparing tlie 
imports and exports of motor cycles and parts 
for the last three years. 

Imports of Motor Cycles and Parts Thereof 

igog. 1 igio. 1 igii. 




Month ended Dec. 31 ■ • 
Year ended Dec. 31 . . 









British Exports. 






' 1910. 


llcTiVa ended Dec. 31 .. 
Year ended Dec. 31 . . 








The enormous increase in the value of British-made 
exported motor cycles and parts commands attention, 

the 1911 figures reaching ;^358,847. This total is 
considerably more than double that of last year, and 
over three times as great as in 1909, while the figures- 
for the month ended December 31st show that the 
demand for British motor cycles is still steadily on 
the rise. 

The motor cycle industry is rapidly becoming an 
important factor in British trade, and from the Board 
of Trade returns -one cannot doubt the fact that 
British motor cycles have a firm grip of the market 
abroad and in the colonies. 

A study of the import figures shows that there is^ 
an increase in the value of imported motor cycles and 
parts of ^8,513, which comparatively small increase 
is largely accounted for by imported engines chiefly of 
the lightweight variety, for which there has recently 
been a large demand. . 


Thirty-two Nominations 

THERE are now more than sufficient entries for 
both teams in the International Trial to be hekl 
in Holland on August Bank Holiday, and it 
is already apparent that the task of selecting 
the best team — six amateurs and six trade men — to 
represent this country will be a difficult one. A 
glance at the names in the trade team will at once 
show that England will not be lacking in strength in 
this department at any rate; in fact, it would be a 
good team indeed that could beat the trade repre- 
sentatives already nominated. 

As a number of entries must be declined, in order 
that those who are not chosen may take part in other 
events during the -\ugust holiday, the selection of the 
teams will commence enrlv. and at the latest tlie names 

for the British Team. 

of the teams' representatives will be known by June 
30th. A committee will shortly be formed to decide 
upon the best scheme to select the British team. 

A Suggestion to Extend the Trial. 

The following suggestion has reached us, and we 
commend it to the consideration of the organising club 
— the Dutch M.C.C. : " In your issue dated 28th ult. 
\o\\ state that Mr. Citroen expects to collect together 
at least sixty motor cyclists. Now why not have two 
teams, and at the same time make it an International 
Open Trial ? There are a great many people like 
myself who would very much like to go over and ride, 
but who will not by any chance be chosen to form one 
of the team. — Rex G. Mundy." 
Amatet-k Team to btc Chosen Trade Team to bk Choskn 

G, H. Manst;l(, salob manager ol IheSiiv^tr Co.,aslri(leanovv4 h.p. two-speo(J 
chain-driven Singer, tlie transmission ol' wJiicli is entirely enclosed. The casing 
is divided horizontally Just above the chain centre, and vertically through the 
centre ol the front sprocket. The device is interesting in view of recent 
correspondence on the 5ub|ect in our columns. 


W. Cooper (3i Bradbury) 

Geoffrey Smith 

F. C. Wasley 

L. A. Baddeley (7 Indian) 

\'ernon Taylor (Sj Rudge) 

Seymour Smitli (3^ Norton) 

Fred Dover (3i Premier) 

A. E. UftJeman (3i Himiber) 

.J. C. Bennett Mitchell (2^ 

.Mrs, Cooke (3^ Triumpli) 

('. C. Cooke (3i Triumpli). 

F. A. Hardy 

W. (). Oldnian (5-6 Bal sc. or 
4 Bat bicycle) 

V. \V. Wilson (Miii'gaii run- 

Oordon B. McKechnio (1912 
8 Dot-Jap) 

U. At. Carter (2^ two speed 

llovatio Waliis (1912 I'.e. 
\ number of the amateurs arc anxious to witness 

die (rial, whether chosen or not. 

Mr. McKechnie says: "Should my competition ex- 
perience be considered insitlilioient %o entitle mc to a 

plncc in the team, I will lie pleased to ociiomiKmy 

\\\v English part\-.'' 


W. Pratt (3i P. and M.) 
J. Woodhouse (3^ Precision) 
F. W. Barnes (6 Zenith) 
W. W. Douglas (Z% Douglas) 
W. F. Newsome (3^ Triumpli) 
Hugh CTibsou (3i two-speed 

R, HoUoWay (2^ Premiei) 
Ram Wriglit (25 Humber) 
W.H. Wells (7 Indian sc.) 
Frank Smith (5-6 Clyno sc, 
IT. V. Colver (2| two-speed 

R. ii. Mundy 
1{. Lord (6 Rex sidette) 
Roy W. Walker (3i New 

II, tiraham Dixon (2| New 

J I iidson) 

■JANUARY nth, igi2 

The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, " The Motor Cycle," 20, Tudor Street, E.C., and should be accompanied by the writer's full name and address. 

Sir, — In your last issue a correspondent suggests that 
Honister is quite impossible for any motor vehicle. I know 
the hill very well, and I certainly thought so, but it has 
been climbed by a 35 h.p. chain-driven Daimler. This car 
• had previously ascended Buttermere Hause (Keswick side), 
which' is also very bad. G. F. WOODHOUSE. 

Sir, — " Fair Play '' considers Honister Pass an impossible 
climb tor any motor vehicle. I have myself seen a small car — I 
do not know the make or power — climb the pass, from the 
Buttermere side, apparently without much difficulty. The 
surface makes it, I tliink, impossible for a single tracker, but 
■with a sidecar, four-speed gear, and 5 h.p., tliere should be 
'little difficulty. The gradient is, I think, not more than 1 in 
4. I have helped a two-speed Humber over the pass, and it 
had enough power, but when stopped by the bad surface could 
not restart on the clutch without a push off. 

Mr. Smith might find it better to fit the sidecar on the right- 
hand side, the left-hand side of the road (which is very narrow) 
being the firmer. The right-hand side is cut up by the skid- 
pans of descending coaches. I have only seen the pass in 
summer, and know notlung of its condition in winter. 

P. A. LEWIS, 2nd Lt., R.E. 

Sir, — " Fairplay in All Tilings " objects to Honister Pass as 
"impossible for any motor vehicle," and characterises my sug- 
gestion to Mr. Frank Smith as not quite " sporting." 

My reasons for suggesting the route were as follows : That 
tliree motor cyclists at least have so far succeeded as to be 
only waiting for another opportunity ; that two other well- 
known competition riders will also shortly essay the climb ; 
that it is descended daily during the season by coaches and 
motors of all kinds; indeed, I have personally ridden down 
both on a lightweight and a 3i h.p. with sidecar. I was 
also informed at the Buttermere Hotel that a 14 h.p. car had 
reached the top. 

To suggest any ordinary pimple for the Clyno fresh from the 
Porlock victory would have been absurd, and as Mr. F. Smith 
is sighing for other liiUs to conquer, I think Honister presents 
an opportunity for him to immortalise himself. 

The readers of 7'li-e Motor Cycle will be able to judge 
whether your correspondent has chosen the wrong nom de 
i^hime. H. NEWMAN. 

The Winter Trials Results. 

Sir, — Now that the winter trials are over, it would be 
interesting to know how many machines went through both 
the E,xeter and Gloucester runs successfully without a repair 
of any sort. Personally, I noticed one or two riders in the 
Gloucester run who were riding different machines from those 
they used in the Exeter run. Were they afraid to take the 
same machine over both trials because there was not enough 
time in between to do the tinkering? One would almost 
think some firms would offer a special prize for the best 
performance of a machine ridden in both trials. Any machine 
winning these prizes would be much more likely to sell 
to the man who watches the results of the trials from a 
buyer's point of view, and, after all, manufacturers would not 
send their riders if successful results did not help their 
'''lies. H. C. MILLS, 

Capt. North Middlesex M.C.C. 

Lamps and Winter Biding. 

Sir, — I think perhaps Mr. Harold Brodrick would have left 
his letter, which apiieared in your issue of December 7th, un- 
written had he made himself iroie familiar with the snbiect 
on which he touched before giving " a word of warning " as 
to my second " suggestion." 

I have been in communication with a firm of chemists in 
regard to the use of peroxide of hydrogen, and they inform 
me that it would have no ill effect " on metal of any kind," 
especially in the diluted form mentioned. 

It would hardly be supposed that an article that is used 
internally with equal parts of water would injure metal. 

Virginia, U.S.A. FRANCIS C. TURNER. 

Where to Renew Local Taxation Licences. 

Sir, — Recently I received the usual motor licence form from 
Oakham, but at the top is printed the following in red : 

" Notice. — In order to relieve the county rates you are 
specially requested to take out your licences only at a money 
order office in the county of Rutland." 

I was under the impression that motor licences went to the 
Road Board for the improvement of the roads throughout the 
LTnited Kingdom, in which case the use of them for relieving 
the county rates is illegal. If tins be true, publicity should 
be given to the fact, and all Rutland motorists should 
be warned to take out their licences elsewhere, especially as 
the roads of tlie county are kept very badly, the loose metal 
never being rolled in, except just in the two towns of Oakham 
and Uppingham. One at least of the local magistrates is a 
most intolerant anti-motorist. RUTLANDSHIRE. 

[Our correspondent may rely upon it that Rutlandshire is not 
diverting, or able to divert, any of its motor licence fees 
from the Road Board. As the whole question of motor 
licences and establishment licences generally is somewhat 
difficult to follow, we will attempt to explain it. First of 
all, the motor licences go to the Road Board, bat the county 
which collects them has a commission to recoup it for collec- 
tion expenses. For collection expenses a certain sum is f;et 
aside by the taxation authorities, and if one county were 
able to persuade all motorists to pay their licences into it, it 
would have the whole of it, as it is shared out among the 
counties i>rn rata, according to their receipts, so that the 
county or county borough which collects mos<t licences ?ets 
most commission. Prior to the passing of the Finance Act, 1910, 
each county into wliicli a motor licence was paid retained 
the whole of the money, and the sum total of the revenue so 
derived was £155,000. In order that the county and borough 
councils should not lose this revenue it is still paid to them 
in the same proportion as they were receiving wlien the 
Finance Bill was passed. This means that all the motor 
licence monev, with the exception of the commission for 
collection and the £155,000 referred to, goes to the Road 
Board for that body to distribute to the road authori- 
ties for road improvement. As to the other establishment 
licences, such as those for dogs, guns, game, armorial bear- 
ings, and men servants, these are still retained in toto by 
the county collecting them. To say the least of it, arraiige- 
ments of this sort are very complex, and have been mainly 
brought about by the premature passage of the new 
regulations regarding motor taxation. These ought to 
have been held over till the whole question of local taxa- 
tion was gone into by Parliament. It is a subject 
into which investigation and rearrangement have been 
promised for a number of years, but nothing lias so far been 
done to simplify the present complicated state of affairs. 



Sir, — I was very pleased to learn that Mr. Philip S. 
White is in agreement regarding the penalising of unclean 
coiinties, but up to the present fail to see his point as to 
London being placed on a different footing. 

I am, of course, fully aware of the fact that the Metro- 
politan police force is practically a Government institution, 
but the view of myself and my friends interested in this 
movement is that, control by county or control by Govern- 
ment — it matters not — the fact remains that London had 
twenty-three police traps in 1910, and when we have in- 
duced the bulk of London men to give this matter their 
.sympathy and practical support by payment in clean 
counties, it is for the London County Council to make 
rei^resentations to the Government regarding the loss of 

I was shown an almost pathetic letter from the Essex 
County Council last week addressed to motorists in general, 
complaining that £2,000 were lost to the county funds by 
I'esidents in the said county taking out their local taxation 
licences in other districts during the past year. 

Now this is an excellent start, and encourages one to 
proceed with the agitation until a remedy is offered by the , 
withdrawal of these very mean and contemptible practices. ' 

In thanking Mr. A. B. Bennett for his practical support, 
I" wish to say that I do not think the postal authorities 
undertake to forward receipts, and that the method of 
procedure in the North Middlesex Motor Cycling Club is 
as follows : Postal orders for the amounts to be paid are 
sent to the postmaster of the county town of one of the 
various counties, together with a stamped addressed envelope 
for the return of the receipt; and generally accompanied by 
a short note stating the reason the payment is made in 
this way. 

Then some of the members also write to the Clerk of the 
C'ounty Council in the county in which they reside detailing 
their reasons for making payment elsewhere. 

(Chairman North Middlesex M.C.C.) 

Sir, — I append a copy of a communication which I have 
addressed to the authorities, which will explain itself, and 
which may be a hint to your other readers to do likewise 
should they feel justified. 

The present is an oiiportune time to vent this matter. 


January 2nd, 1912. 
To the Clerk to 

Cheshire County Council. 
Dear Sir, — I have just received a notice for the rencwaJ of , 
local taxation licences, enclosed with which is a circular with 
the request "that it is to the advantage of the county rate if 
these licences are obtained within the administrative county." 
'J'his is a request to pay my motor licence within this county 
(Cheshire), but since this county is not a clean one — police 
traps and methods being objectionable — I have decided to 
renew said licences, also that for my dog, in a county where no 
such un-English practices take place. I shall be glad to take 
tliese licences out in this county when tlie above methods are 
slopped. I am not a ral-epayer, though residing in the county. 

Multi-pole Sparking Plugs. 

Sir, — To " One of Uie Seekers," and every other heekei 
aflei- knowledge on this subject, we are glad to have the 
oppiiitunity of replying with reference to the points raised 
ill the letter in last week's issue. 

It would really not be sutticiently convincing for ii,'* 
(the makers of ih". Lodge double-pole plug) to state, however 
(h'finit.cly, that every ordinarily good magneto did not suffer 
any strain whatever by firing at two sparking plugs in 
series. , . . We would, however, respectfully siiggeslthat 
would-be users of double-pole plugs bo not too timorouh--. 
and not take the magneto vendors' statcniciils on lliii' 
■sidiject too seriously. . . . 

But really we would very much like readeis <jf 'I'lir Motur 
(hjrlr, to feel happy and cornl'oitable about using double- 
pule plugs on their maclimes — whatever magneto macliiiie.<^ 
tliey may be vising — aa they do make siicTi an improve- 
ment in the engine power, and the only way we can lielpthem 
ill this way is to ask some of the many motor cyclists who 
arc using both Bosch magneto and Lotlge double-|)oie plugn 
on ilii'ir luiHliine.M, if llr'y would be ho very kind as to slate 
II.' I 

JANUARY iilh, ic)i2. 

briefly in these columns if they have ever experienced any 
ill effects to their magnetos through the use of the double- 
pole plugs, or if all is well and satisfactory. We are sure 
that the trouble taken in so writing will be more than made 
up for by the value of the information and tlie benefits it 
should bring to other motor cyclists. 


Licence for Sidecar. 

Sir, — Having noticed the question of " Sidecar, Peckham,"-; 
in your issue of December 21st, whether a separate licenc'e! 
is necessary for a sidecar, and your reply thereto, I applied' 
to the chief constable in Manchester for the return of the. 
7s. 6d. which I paid last October. I have much pleasure 
in informing you that this was returned the very next day 
after inspection of my machine. M.O. ■, 

Waterproof Motor Cycle Clothing. 

Sir, — We quite agree with the Dunlop Rubber Co. that if 
j'our readers, when purchasing their garments, would study, 
quality, before price, they would be well rewarded. The whole 
trouble arises from the fact that a large number of "imitation" 
waterproof suits are being ^urt on the market. If people will; 
only see when purchasing these garments that there is a trade., 
mark of a reliable firm, they can easily fall back on the manu- 
facturers in the event of the suit not fulfilling the purpose for. 
which it is intended. There is one other point that motor 
cyclists should consider, and that is, when they are putting on 
or taking off their overalls, to do so with a little care, and 
they will soon see the benefit. Oilskins are, in our opinion, no . 
use for motor cycling generally, as they are most uncomfort- 
able. ■ EaPRESS rubber CO., LTD. 

The Motor Cycle for Postal Work. , 

Sir, — Having seen in a recent issue oi The Motor Ciji'lc a' 
photograph of the sidecar being used by' the Coventry Post 
Office authorities, I should like to say that a motor cycle 
and sidecar is easily capable of doing good work in the 
post office service. I have given an old 3^- h.p. Minerva 
and sidecar, with body removed, a good test this Christmas, 
doing' all the extra service here (Aldborough, Norwich), 
carrying over a hundredweight of parcels three journeys a 

The po5tal sidecar retorred to by J. W. Fish. 

clay, and covering lliiity miles a day over very bad roads 
in all sorts oi weather. One journey each day was to take 
all the mid-day mails lo a station, six miles distant, and 1 
•saved about two Iuuiik each time, and, through using a 
motor, the outside lottcre and parcels wcr^' despatched by 
Uie mid-day mail, which would have been impossible had been used. Other years three horses were used to 
do the same work. J. W. FISH. 

JANUARY nth, igiz. 


"Stealing" Water for the Lamp Benerator. 

Sir, — Will yoi be kind enough to warn those of your readers 
\yho are not aware already of the following fact, namely, that 
it is illegal to " steal " water from the drinking troughs for 
horses wnen a policeman who has not much to do is near? 

I was filling my generator the other night from one of these 
troughs, ladling the water with my hand, mind you, into a 
paper funnel, when one of these " unemployed ones " informed 
me that he would have to prosecute me for stealing water. I 
thought he was joking, but he pressed the case, and reminded 
me of the way the motor 'bus drivers polluted the water with 
their oily cans. I granted that this was a disgraceful trick, 
and pointed out the way I was proceeding, but he said this 
would make no difference. At last I reminded the man in blue 
that he would be laughed at in any police court when the 
matter was explained, whereupon he decided to say no more 
about it "this time." Permit me to wish }'our excellent, 
never-missed paper every success in the New Year. 


Lubrication Systems. 

Sir, — Referring to the recent articles and correspondence 
on motor cycle lubrication and the mention of our regulated 
drip-feed attachment, we should be glad if you will insert 
this letter, emphasising the fact therein unmentioned, that 
iiur pump is protected by several patent.?. The numbers 
of same are 15481/09, 17295/11, and 14909/11. 

In the original form of our patented drip-feed lubricator, 
the feed is regulated by observing the movement of the 
pump handle only. Its principle is the same as in the 
present type illustrated and commented on in your article 
on page 1294, December 21st, but the addition of a visible 
drip has gi-eatly increased its popalarity. We also make 
this pump for use outside the tank. 

We may say that the Douglas lubricator is made under 
our master patent No. 15481/09, and that proceedings for 
infringement are pending in the case of another pumn. 


The Evolution of Transmission. 

Sir, — "H.T.M.,M.D. " in your issue of December 28th says : 
" ' Criticus the Second ' is condemned out of his own mouth. 
Why should his engine seize and so thi'ow him over the 
handle-bars? " 

One morning during the past summer, after riding about 
fifteen miles, I had occasion to make a call lasting some 
twenty minutes, and on again attempting to start the 
machine found I could only move it by skidding the back 
tyre. Investigation showed that a large irregular seg- 
ment was missing from the lower end of the piston — bottom 
of crank case held several fragments of metal of varying 
size — and one piece, about the size and shape of a postage 
stamp, had become wedged between the connecting rod 
and one of the flywheels, thus effectually jamming the 

: I congratulated myself, first, that the mischance did not 
nccur while driving, and, secondly, and chiefly, that my 
transmission was by belt. 

See " Ixion's " " Comments " in same issue. 


■; Sir, — " Ixion's " comments on shaft drive leave me with 
-the impression that he has not said as much fv.- this form 
(if transmission as it deserves. 

- His reason for thinking that shaft drive will not become 
general on motor cycles for a long time, viz., that its first 
cost is so high, is absolutely sound, and p.vobably the only 
real objection to this form of drive. 

The pulley, belt, and belt rim, which has helped so much 
in the development of the motor cycle, still beloved of 
many, and justly so by manufacturers, is. a delightfully 
simple and inexpensive substitute for (1) a really good 
clutch, (2) sundry universal joints, (3) cardan-shaft, (4) 
bevel or worm gear, and, to make a good job of it, (5) a 
change speed gear box. All of which must be well made, of 
the best possible material, and carefully designed, and all 
of which are necessary if shaft drive is to give its full 

The objection to shaft drive on the ground of danger in 
the event of a seized engine, and the graver objection on 
the score of harsh and jerky drive, appear to me groundless. 

They are equally shared by chain drive, which is as rigid as 
shaft, and they are both overcome \>y th<; use of a good 
clutch, which we most of us know from experience of shaft- 
driven cars and chain-driven motor cycles is capable of 
giving as smooth a drive as any belt. 

We have now most types of motor cycle engines transmit- 
ting power by chain perfectly smoothly, and very large 
single-cylinder engines doing the same thing with shaft 
drive on cars. Multi-cylinder engines are, of course, 
smoother in action than singles, but, given a good clutch, 
shaft, chain or belt will transmit the power equally 

If this point is conceded, shaft drive possesses in practice 
the advantages which " Ixion " admits for it on paper : 
(1) Shaft drive, properly made, requires no attention beyond 
oiling over a mileage running into tens of thousands, and 
costs nothing in upkeep all this time ; (2) it is really 
weather-proof ; (3) it makes it possible to mudguard the 
machine easily and cheaply without making it unsightly or 
inaccessible, so as to render it absolutely clean to ride on 
the muddiest day. 

Anyone who uses a motor cycle every day of the year 
must learn in time what these advantages are worth. I 
think he must eventually create an important market, and 
manufacturers will then begin to consider his needs. I 
believe that shaft drive is really more necessary for comfort 
in bad weather on a motor cycle than it is on a car, owing 
to the greater difficulties of protecting the transmission, and 
that eventually belt drive will only survive on the. cheaper 

I am a country doctor in a district served by bad roads, 
and for the last seven years have kept one or more motor 
cycles and a pony and cart. When I used belt drive, the 
pony had regular work in winter ; since adopting shaft 
drive I have only used the pony six times in two years — in 
times of snow and floods. I might sell that pony and credit 
it to shaft drive. During these two years the transmission 
system has required no attention whatever, and running 
expenses per mile have been lower than before. 


Dangerous CDrner at Ashford. 

Sir, — I enclose a sketch plan (not to scale) of an exceed- 
ingly bad danger spot in front of my premises at Ashford. 

You will notice that 
; I liS% SSS vehicles going towards 

''^- London on reaching 

this spot would natur- 
ally proceed straight 
ahead, to the great 
danger of other traffic 
approaching from the 
opposite directicm, 
straight ahead being 
merely an entrance to 
a side street leading to nowhere in particular. The large 
red warning board has been removed. R 7474. 


Waterproof Motor Cycle Clothing. 

Sir, — The correspondence under the above heading makes 
claims for "rubber-proofed" material that, as a reader, 
I cannot pass without protest. It is claimed for this 
material that 'it will keep out a pouring rain for days, 
and will be as waterproof at the end of six months as 
when it was bought, provided that it ';•;.' \jA moderate 

I ride daily, for business purposes, and I know that this 
material does not satisfy the above claims. As an instance, 
I have just returned from a thirty-five minutes' (not miles) 
ride in the rain, and my rubber-proofed coat has let a 
deal of water thi'ough at the junction of the sleeve and 
the front yokes, necessitating a change of clothing. This 
is the usual occurrence if I am out in a sharp shower, and 
the coat is not yet six months old. 

It is my contention that this material does not remain 
waterproof where it meets with any wear, and I know that 
this opinion is endorsed by practically all my riding friends. 
I have tried this material from time to time, but have 
always returned to oilsk;'.;; as the best wet weather, and 
leather as the best all-weather motor cycle clothing. 
Personally, I do not mind the "'sea-dog" appearance if 
I can keep dry. B.W.B. 




JANUARY mil, igi2. 

A selection of questions of general 
interest received from readers and our 
replies thereto. All queries should 
fae addressed to the Editor, "The 
Motor Cycle," 20, Tudor Street, EX., 
and whether intended for publication 
or not must be accompanied by a 
stamped addressed envelope for reply. 

Charging Accumulators with an Alternating Current. 
Could you uiform me of the 
"ZTt best means of charging accumu- 
^ lator.s from alternating current 
_2.J mains, 105 volts.— F.N. 
The current must be transformed to a 
continuous current, and for this purpose 
a device is sold by Messrs. A. W. 
Gamage, Ltd., Holborn, E.G. It is 
liHown as the "Union Rectifier." 

Twin V. Two-speed Single. 
I am investing in a motor cycle 
and sidecar, but I am in a fix 
as to which type of motor to 
buy. I only contemplate using 
it for week-end runs. I might 
mention that I am a novice, but have 
a good knowledge of the workings of 
a motor cycle. (1.) Would you advise 
a 3i h.p. two-speed, or a 5 h.p. twin, 
single gear, free engine? I do not 
wish to spend more than £25 to £30, 
and it appears that 5 h.p. twins are 
cheaper than 3^ h.p. two-spe«ders. (2.) 
I • see 5 h.p. 1910 twins for sale at 
about £28. Would these machines be 
in good working order after this 
amount of wear, or would they require 
a good sum spent in replacements'; 
(3.) Would a two-speed gear, such as 
a Koc or N.S.U., on a 1910 machnie 
give good service after this amount of 
wear'/ (4.) Does a twin, require a great 
deal more mechanical knowledge than 
a single, and are twins suitable for 
a novice to start with'? (5.) Can a 
twin with free engine clutch be started 
from standstill, or must it be used as 
a running mount? — E.F. 
(1.) Of course, the iiieal combination is 
a 5 h.p. with two-speed, and a 5 h.p. 
with free engine can be purchased for 
but a little less than a 5 h.p. two-speed. 
A two-speed gear would be of inestim- 
able value to yon, as you live in London. 
(2.) With legard to your remarks about 
the 5 h.p. second-hand machine, this 
entirely depends upon the condition the 
(iue you desire to buy is in, and we 
shoidd not advise you to purchase unless 
the nnichine is subjected to a careful 
cfpert examination. (3.J Either of the 
two-speed gears referred to would give 
good results, provided, of course, they 
are not too much worn. Probably it 
wovild be better to apply to the various 
jiiaki'rs and see what lliey have in the 
way of /;e(ond-hand machines in stock, 
as usually the nuiknrs overhaul a machine 
.arefully before selling it. (4.) A twin 
does n(jt necessarily n^quire nicu'e me 
■ hanical knowledge than a single, but 
it i.s a little more trouble to keep up to 
the nark. A single is mmh better for 
a novice to start with. (5.) Yes, if the 
clutch is carefully used, but much 
depends on the gear ratio and gradient. 


The Roads in Natal. 

I am going out to Natal 

\ery shortly, and I should be 

obliged if you could inform me 

whether the roads outside the 

towns are at all suitable for motor 

cycling, and how tlie duty on imported 

motor cycles is assessed, i.e., is it the 

same for new or old motor cycles, as I 

am undecided whether to take out my 

1910 Douglas or get a new machine ? — 


There are many motor cyclists in Natal, 

though the roads are not good for motor 

cycling in the opinion of tlie average 

Englisli rider. Cei-tainly we think it 

would be worth your while taking the 

machine oat. We believe the duty is 

reckoned on the second-hand wholesale 

value of the machine. The fact that it is 

of British manufacture entitles you to a 

Ijreferential- duty of 12%, the usual duty 

being 15%, 

Correspondents are urged to write 
clearly, and on one side of the paper 
only, numbering each query separately 
and keeping a copy, for ease of refer- 
ence. Letters containing legal queries 
should be marked " Legal " in the left- 
hand corner of envelope, and should 
be kept distinct from qiiestions bearing 
on technical subjects. 

Fitting a Magneto Switch. 
I shall be much obliged if you 
will kindly inform me which is 
the proper way to attach a switch 
for cutting out magneto on a 
■ motor cycle. — C.J.M. 
Fix the switch on the handle-bar, con- 
nect the terminal on the switch to the 
terminal above the contact-breaker on 
the magneto, which is specially designed 
for this purpose. When the switch is 
connected up so that the current goes to 
earth through the handle-bar, the mag- 
neto is put out of action. 
Aiitomohlle Law. 
Can you please inform me 
A\ here to purchase a book giv- 
ing the regulations Tespecting 
motor licences, etc., showing on 
what motors trade identification 
marks can be used, also prices of the' 
" tax for business and hire purposes ? I 
have enquired of our local offices and: 
have been told a book can be purchased, 
for a few pence showing the above, and 
I have tried at the boolfstalls but 
cannot get it. — E.E.C. 
The book in question is "Automobile 
Law Simply E.xplaine'd," obtainable from 
these offices price 7d. post free. 



There are quilc a number of ladies who ride motor cycles in and around Milwaukee, Wisconsin. The 
Harley-Davidson machine - a local make which we illustrate —is the one most generally chosen, on account 
of its low build and casv ?larlin(c ent-ine. 

JANUARY iitli, 1912. 

Hertford to Clevedon (Somerset). 

1 should be greatly obliged if 

you could advise me on the best 

route to Clevedon, Somerset, 

especially if one can miss Bath 

and Lansdowne without making 

the journey very much longer ; also 

the best way to avoid tramlines. — 


We shoiild recommend the following 

route: Hertford, Hatfield, St.' Albans, 

Watford, Rickmansworth, Denham, Ux- 

bridge, Colnbrook, Slough, Maidenhead, 

Reading, Hungerford, Marlborough, 

Devizes, Melksham. Bradford, Sadstock, 

Compton-Martin, Sandford, Congres- 

bury, to Clevedon. 

I have purchased from a 
:^ dealer a 1908 Triumph, the 
^ registration number of which I 
-LJ have had transferred to my name. 
The previous owner has pur- 
chased a 1911 Triumph, and is using 
the lb08 number on the new machine. 
I am informed by the dealer that 1 
have no right to the number, and that 
the other man has a perfect right to 
do as he pleases with the number, and 
that if he purchased a 1912 or 1913 
Triumph he could still use the same 
number. If that is right, why did the 
authorities transfer the number to my 
name? — G.D. 
The ow-ner had the power to cancel the 
registration ot his machine if he liked, 
[f, however, he sold the machine with- 
out cancelling the number, the authori- 
ties had a perfect right to transfer this 
number to you on your paying the 
.-^hilling fee. On the other hand, the 
other man has no right to use the 
number for a new machine unless he 
has the authorities' permission. In 
the case of a machine being sold, both 
purchase- and vendor should inform the 

authorities of the change of ownership ; 
tmless the vendor gives instructions to 
the contrary the number goes with the 

How to Solder Aluminium. 
I shall be glad if you will 
tell me how to solder aluminium 
and whether it is possible to 
join aluminium to brass, copper, 
and tin with solder. — E.H.J. 
It is quite possible to join either brass 
or copper to aluminium with S.A.L. 
solder. In the case of copper, it must 
be cleaned with emery paper and tinned 
with the solder. In the case of brass, 
this is first tinned with ordinary tinman's 
solder and the usual Hux. Any flux used 
IS then carefully washed oil, and the 
aluminium to be joined is then tinned 
with S.A.L. solder and the two joints 

sweated together 



HacclesHeld to Woolwich. 

Could you let me know the 
best route to take from Maccles- 
field to -Woolwich? I want to 
miss the London traffic. My 
cycle is a 2 h.p. Humber 1311 
machine.— E.S.S. 
Your best route would be as follows : 
Macclesfield, Leek, Ashbourne, Derby, 
Loughborough, Leicester, Kettering, 
Higham ierrers, Bedford, Hitchin, 
Hertford, Ware, Waltham Cross, straight 
on till you get to Upper Edmonton, 
where turn right and go through Ching- 
tord to W'oodford. Go straight on 
thi-ough W^oodtord, taking the left-hand 
fork at the first important road you come 
to. continue through Snaresbrook. Wheu 
you are there, ask the best way on to 
Wanstead Flats, and go straight oyer 
these. When 3'ou get to Manor Park. 
turn first to the right and then to the 
left, passing near East Ham Station. G<> 
straight on till you reach Woolwich 
Ferry. This avoids as much ot thf 
traffic as possible. We do not say that 
you will not meet some traffic, but you 
do I'ot have to traverse the heart of 

C.C. (Hove). — Two-speed Dougias aud 

sidecar. Is the frame strong enough? 
H.T. (Edmonton).— 5-6 h.p.'Clyno and 

R.W.M. (Whalley, Lanes.)— 3i h.p. 

New Hudson, Rover, and Singer. 

If C. E. Brownlow will send liis correct 
address and note the rules at the head of 
this feature, his query will receive atten- 


(1) Cyril PStteson (Zenith sidecar) with George King as passenger passing through Chard. 

(2i G. Stevens (5 h.p. A.J.S.-Canoelel) on arrival at Salisbury on the return journey. (3) Eli Clark at the water splash between Shaftesbury and Sherborne. He was 

one of the seven Douglas riders to obtain the maximum award. 



When the combustion 
chamber is recessed it is 
difflcult completeiy to 
remove the carbon de- 
posit with an ordinary 
screwdriver. Mr. J. 
Lucas, Rainhiil, Lanes., 
has devised a tool for 
the purpose which we 


A Sidecar Stoim Apron. 

H. Taylor and Co., 21a, Store Street, 
Tottenham Court Eoad, W., are market- 
ing an excellent detachable sidecar storm 
apron. It is fitted with straps at the 
bottom to fasten over the footboard, and 
has a cape witli glove button fastening.?, 
which clips on to the apron and covers ^ 
the passenger entirely up to the neck. 

Lamps in the Exeter Run. 

The makers of the P.R.S. lamp set, S. 
Hall and Sous, Wrottesley Street, Birming- 
iiam, are naturally jubilant over their 
success in the M.G.C. winter run. They 
inform us that 30% of the riders used their 
lamps, and that out of that proportion 
twenty-four riders relied on one lamp only 
of their make. 

The T.T. Race Fund. 

Louis G. Cuffe, Manager of the 
Car Supply Company, Coventry House, 
6, Coventry Street, 
W., who is an 
enthusiastic motor 
cyclist, informs us 
that in the case of 
any motor cycle 
purchased through 
his company, should 
the purchaser wish 
to help the T,T. 
Race Fund, Mr, 
Cuffe will pay £1 
towards the fund. 
The same arrange- 
ment applies to 
speedometers and 
.sidecars, in which 
case ten per cent, of 
the profits received 
would also be given 
to the fund. It is 
interesting to note 
that several mem- 
bers of the trade 
are opposed to this sporting event being 

Diary of Running Costs. 

We are in receipt of a neat little publica- 
tion entitled " My Car,'' produced by the 
Stern Sonneborn Oil Co., Ltd., Koyal 
London House, Finsbury Square, E.G. 
Despite its title, the book i.s as useful to 
motor cyclists as autocarists, as it consists 
mainly of ruled pages allowing the amount 
of petrol and oil consumed eacli week to be 
recorded, forming a u.sefid record of the 
running expenses eitlier weekly, quarterly, 
ipr annually. Other pages are devoted to a 
summary of expenditure for the year, 
foreign dictionary, .spare spaces for re- 
marks, jjostal information, and a calendar 
for 1912. 

Changes o£ Address. 

In order to cojie with their greatly 
increased business, the " Clincher " tyre 
.sales organisation of the North IJritish 
Kiibbcr Co. have found it necessary to 
. move fioni their present headquarters to 
167169, Great Portland Street, W., 
where an adequate structure has been 
erected for them. It is exfieeted tluat the 
liuilding, which will be known as 
■ (Jlinclier," will he <-omplete(I and 
occupied within the next few weeks. 

The Hanover liubber Go. .have also 
found it necessary to ."ecure larger anil 
more convenient premises at 17, (Joswell 
lioad, Aldeisgate, K.C. 

Magneto Branch in Coveatry. 

The Simms Magneto Co., Ltd., have 
opened a branch in St. Mary Street, 
Coventry. In addition to keeping a 
large stock of Simms magnetos and plugs, 
a trained staff of mechanics will be 
located at the above address ready to 
execute repairs to any type or make of 
magneto within twenty-four hours. 

A Serviceable Tool Roll. 

Messrs. Maude's 
Motor Mart, 136, 
Great Portland 
Street, W., have 
lately placed on the 
market an exceed- 
ingly useful tool-roll, 
which we illustrate. 
The roll, it will be 
noticed, is supplied 
with a full equip- 
ment of ■ good tools 
by the best makers, 
and when rolled up 
fits neatly into the 
toolbag, which also 
appears in the illus- 
tration, and is de- 
signed to be attached 
to the side of the 

A tool-roll of 
stout material is 
a n excellent 

method of pre- 
venting damage 
to those tools 
indispensable to 
the motor 
cyclist's kit. 

Six Thousand Pairs of Hands. 

The rubber trade employs vast numbers 
of workpeople, and by an amalgamation 
recently effected in Clermont-Ferrand, 
the home of the French tyre trade, one 
factory alone will employ about six 
thousand pairs of hands in the manu- 
facture, among other articles, of Gaulois 
tyres. Thtse tyres are made by Messrs. 
Bergougnan (who have just absorbed 
another tyre and rubber firm), and sold 
in this country by the Gaulois Tyre Co. 

JANUARY nth, igx2. 

Repairs and Renewals. 

The Hubbard Tyre and Motor Co., 
Wharf Buildings, High Eoad, Ilford, 
which has hitherto confined -its attention, 
to tyre repairs, has now completed 
arrangements to deal promptly and 
thoroughly with every kmd of motor 
cycle construction and repair work, and 
a speciality will be made of manufacturing 
fittings and parts to customers' own 

Catalogues Received. 

We are in receipt of the latest Calthorpe 
catalogue, which is well got upand lists 
the various models made by this firm. , 
The chief Calthorpe features, such, as the 
foot starting arrangement, two-speed 
gear and free engine, and the principal 
Calthorpe models for 1912 are fully dealt 

The catalogue ju.-t issued bj' R. Broad- 
hurst, 25, Smitliford Street, Coventry, 
lists all the best known motor eycle 
accessories, such as tool bags, sparking 
plugs, horns, lamps (of which a speciality 
is made), tools and belt fasteners. 

Rubber-studded Covers. 

The efficiency of circular rubber, studs 
as a preventive of side-slip has long 
been agreed upon 
b y practical 

riders. The 

Continental Tyre 
and Rubber Co. 
have introduced 


a pattern 

of cover of late 
which appears 
to . be rapidly 
gaining in popu- 
larity. Tt is not 
intended that 

this cover should 
supersede the 
basket tread oi 

Continental rubber 

studded motor cycle 


combination non-skids, but act as a fur- 
ther alternative to a fine range. 

The Continental grooved rubber belt is 
likely to be heard more of in the future. 

New Premises, 

Nye and Co. are movmg into new 
premises at 16, Hampstead Road, Totten- 
ham Court Road, W. A special feature 
will be a showroom for accessories only, 
with a lounge and waiting room for the 
convenience of customers. There will be a 
night attendant, who will look after any 
belated motor cyclists who are in need of 
assistance. H. B. WiJloughby, a southern 
motor cyclist, has joined the firm as 

A new design spring handle-bar patented by 
""nit (BirrainKham). 

Another design of Scott patent 
spring handle-bar, vvhiota is claimed 
tabe.aseflectlve In absorbing vibra- 
tion as a spring fork. 

January iith, 1912. 

THE MOTOR CYCLE.— (Supplement iii.) 

Advertisements. 39 


of these we hold the largest in the world we believe, and 
certainly of the best class, comprising such as P. & M., 

' Scott, Zenith, Jap, Bat, Matchless, Clyno, Humber, 
Douglas, Premier. Bradbury, A.C. and Morgans, and 
we can also supply Rudge, Hobart, B.S.A., and any 
other good class machine. In placing your order see 
that the firm you propose giving it to is one able to 
deliver early as you don't want a machine when everyone 

' else has got one. We ha\e delivery of the above 
machines each week and can contract for a fixed date if 
booked; then being in the business and not just opening, 
we have a sale for second-hand machines, therefore can 
give you a good allowance for your old mount. Note, 
we don't offer you a price and on receipt reduce that 
price from ;f 10 to £20 as many firms are now doing. 
This is trying to obtain your order under false pretences 
and a trick we have not and will not indulge in whether 
we gety our order or not. During the past three years we 
have built up a large business on original lines, and 
although many new people are starting in the business 
yet the old-established straightfonvard firm will stand 
and be in business when the catch-penny show is no 
more. Kitchen's know the value of every machine 
on the market, and if we agree to allow £36, then no 

one else can allow £46 — but often enough when you have 
sent up j'our mount they will offer ;^30 — far better to 
rely on the old firm who will give you a written agree- 
ment in good class deals to return the motor cycle to 
you carriage paid if a deal cannot be put through. The 
other firms rely on your letting them have the business 
in preference to paying return carriage. This in itself 
is a rotten underhand game, and one you will easily see 
through, as you must know no firm can give anything 
away. Another reason why Kitchen's is your firm, and 
that is, being to the front, they got hold of all the first- 
class agencies before the others wakened up, and now 
offer you a bigger assortment than any other house in 
the trade, and as manj- of these contracts were entered 
into two years ago you can rest assured that you get 
your mount up to time stated. You, of course, know 
we are the only firm in the world who send you goods 
of any kind on approval and if you don't like them 
you are at liberty to return them within the 3 days and 
have your money back in full. This appHes to every- 
thing but new machines. Note the old address, 
Kitchen's Motor Exchange Co., Ltd., Morecambe, 
Lancashire. Telephone ; 112. Telegrams : " Motor," 
Morecambe. Canary in full song. 


"The Passenger Machine" 

That takes you out and brings you 
home again with the speed of an 
Express Train, and the quietness of 
a ^1,000 car. 

Weeks' Delivery from 
date of Order Guaran- 

Spare Parts in 
Stock for En- 
_^__^^_^ gine. Gear, and 

For Immediate Delivery. 

1912 8 h.p. Passenger Model JO guineas. 

igi2 6 h.p. T.T. Roadster Model 54 guineas. 




"The Only Authorised AGENTS'" — 


184, Great Portland Street, LONDON, W, 



Have YOU Tried 

All Sizes, 1/- each. 

Copy of Testimonial. 

December 2ist, igii. 
Dear Sirs, 

Just a line to let you know how 
thoroughly satisfied I am with your 
belt fasteners. You will, I think, be 
pleased with the following : — " I used 
one of your ^in. fasteners on my 8 h.p. 
Matchless J. A. P. in the recent open 
International Hill-climb in France, 
and got fastest time of the day at 
over 62 m.p.h. in the mud." I think 
your fasteners are made of the right 
stuff, don't you ? 

Yours faithfully, 

(Signed) Harry Bashall. 

36, William St., WOOLWICH. 

In answering these advertisements it is desirable to mention " The Motor Cycle." 



THE MOTOR CYCLE.— (Supplement iv.) 

January iith, 1912. 



ADVERTISEMENTS in these columns 
—First 14 words or less 1/6, and Id. per word 
^after. Each paragraph is charged separately. 
IJame and address must be counted. In the 
ease of Trade Advertisements a series of 
thirteen insertions is charged as twelve. 

All advert 'sements, in this section should be 
accompanied with remittance, and be addressed 
to the offices of " The Motor Cycle," Coventry. 
Id ensure insertion letters shoud be posted in 
iims to reach the offices of " The Motor Cycle," 
Coventry, or London (20, Tudor Street, E.G.), by 
the iirst post on Friday morning previous to 
the day of issue. 

AU letters relating to advertisements should 
state distinctly under what heading and in what 
issue the announcement appeared. 


For the convenience of purchasers of second-hand 
motor cycles, the advertisement;? are classified into dis- 
ricts, as many readers like to l^now what machines are 
or sale in their immediate neighbourhood before going 
urther afield. 

Plan showing division of England into Sections. 



Durham, and 


York and Lancashire. 

Carnarvon, Denbifih, Flint, Cheshire, Derby, Stafford, 
Shropshire, Montgomery, and Mi-rioncth. 

Nottingham, Lincoln, Leicf^ster, Rutland, Northampton, 

Norfolk, Suffolk, Cambridge, Huntingdon, and Bedford. 

Worcester, Hereford, Radnor, Urecknork, Monmouth, 
Glamorgan, Carinartlien, Cardigan, and Pembroke. 

Gloucpstcr, O.tford, Buckingham, Berks, Wilts and Hants, 

Hertford, Essex, Middlesex, Surrey, Kent, and Sussex. 

Somerset, Devon, Dorset, .and Cornwall. 


Ireland and Isle of Moa. 



Selection of the most renowned makes of Motor 
Cycles at unbeatable prices now on view at 



H.p. . I s. 

4798. 3J^9II F.E., Triumph 45 

^799■ 3I 1909 Triumph 30 

^811. 5-6 1910 4-cyl. F.N 30 

«8i2. 2f 1909 Douglas 25 

4.813. 5-6 1911 4-cyl. F.N. and. sidecar ..40 

4815. 3j 1911 Free Engine Triumf h 46 10 

It8i6. 3I 1911 P. & M 50 

4817. 3J 1911 2-speed Humber 37 10 

4819. 1} Motosacoche 10 10 

4894. ai Rex 10 

4229. 8 1910 Bat 40 

4760. 5 1908'Twin RexdeLuxeandsidecar28Gns 

4632. 5 igii Free Engine Indian 42 10 

♦579. 3J 1910 SlOtt 40 Gns. 

4748. 2I 1911 Douglas 30 

4758. 3i ign Single-speed Humber 30 

4775- 2I igii 2-speed Enfield 35 

4777. 5-6 1910 4-cvlinder F.N 30 

4784. 3i 1911 T.T.' Ariel 30 

t786. 4i 1910 Twin Minerva 22 10 

4792. 5-6 1911 4-cylinder F.N 35 

4738. 8 1911 Chater-Lea No. 7 and coach- 
built Sidecar 70 gns, 

<J738. z\ 1909 P. & M. and Sidecar 38 gns. 

4741. 3i 1910 Ariel, variable gear .... 30 gns. 

t742. 3* 1908 Triumph and Sidecar 30 

4745. 2I 1911 3-sp. New Hudson .; 35 

1734. 3i 1911 2-sp. Humber 36 

4733. 6 1909 2-sp. Chater-Lea and Sidecar 40 

^729. 2i 1910 Royal Enfield 24 

4730. 2 1910 Moto-Reve 21 

4727. 3i 1911 Kerry-Abingdon 32 10 

4723. 3I 1908 Triumph 27 10 

4722. 23 1911 Douglas 32 10 

4720. 3 J 1910 2-speed Humber . .- 30 

4719. 2I 1911 Douglas 30 

4603. si 1910 Standard Triumph 35 

4605. 5-6 1910 4-cyl. F.N 25 

4607. 3* 1911 Kerry-Abingdon 32 

4707. 3I 1910 Lincoln-Elk 23 

4706. 2i 1911 Lady's Motosacoche 29 

4701. 2.1 1909 Twin N.S.U 20 

4699. 3I iQio 2-specd Humber 3D gns. 

4692. 4j igog 4-cyl. F.N 20 

46S5, 3J igic Tourist Rex 28 10 

4686. 3J 191 1 Zenith Gradua 42 10 

4677. 3i igio Bradbury 30 

4685. 3i 191 1 2-speed Humber 37 10 

4670. 3! igji Bradbury 35 

4420. 3} 191 1 F.E. Premier 40 gns. 

3894. iJigioF.E. Motosacoche 22 10 

4308.7 igio 2-spced V.S. and Sidecar . . 40 gns. 

We invite you to pay a visit to the greatest 
display of best 1912 models staged side by side 
most conveniently for comparison of details and 



'Phono : 

5777 Ilolborn. 

Wires : 

" Opificcr, Loudon.' 


For the convenience of advertisers, letters may be^ 
addressed to numbers at " The Motor Cycle " Office. 
When this is desired, 2d. will be charged for registration, 
and three stamped and addressed envelopes must be sent 
ior forwarding replies. Only the number will appear in 
ihe advertisement. Replies should be addressed, "No. 
000, c/o ' The Motor Cycle,' Coventry " ; or it " London. '* 
is added to the address, then to the number given, c/O 
"The Motor Cycle," 20, Tudor Street, E.C^ 


Persons who hesitate to send money to unknown persons 
may deal in perfect safety by availing themselves of our 
Deposit System. If the money be deposited with *' The 
Motor Cycle," both parties are ad\Tsed of this receipt. 

The time allowed for a decision after receipt of the 
goods is three days, and if a sale is effected we remit the 
amount to the seller, but if not we return the amount 
to the depositor, and each- party to the transaction pays 
carriage one way. For all transactions exceeding £10 in 
value, a deposit fee of 2S. 6d. is charged, when under 
f ID the fee is is. All deposit matters are dealt with a* 
Coventry, and cheques and money orders should be made 
payable to Iliffe and Sons Limited, 


Readers who reply to advertisements and receive no 
answer to their enquiries are requested to regard the 
silence as an indication th t the ocds advertised have 
already been disposed of. Ad'ertisers often receive so 
many enquiries that it is qnite impcssibie to reply to each 
cne by post. 



Northumberland, Cumberland, Durham, and 

, estmoreland. 
I 012 Douglas, February delivery.— Ewbank, Castleford. 

1012 Clyna, Februarj- delivery.— Ewbank, Castleford. 

11 Free Enf?ine Triumph, lamp, Lorn, cyclometer, 
tools; eaerifiee £40.- A. H. Burnett Ferrybridge. 

31,h.p. 1907 N.S.U., 2-ppeed geiir, accumulator, h-b.c. ; 
2 £12.— Armstionf^, Church View, Quebec, Durham. 

31h.p. Ariel, 1911, variahle p:ear, free engine, praeti- 
2 cally irood as new;" £40.-0. Hindmareh, 13, Teh- 
lant St., Hebburn. 

11 Scott Motor Cycle, new in ,Iuly. not done 700 
miles, like new; £46, a bar^'ain. -Percy Motor . 
'o., Newcastle-on-'i'yne. 

1f|12 Lightweight Moto-Tleve, not yet delivered from. 
i-^ maker*: will saeritire ior cash £25/10, — No.' 
\277. The Motor Cycle Offlees, Coventry. 

TniDMPHS. Humbers, E.S-4., Eoyal Enfleld motor 
cycles, lightweights, 2 speeds, free engines; write, 
wire, or 'phone for immediate deliveries-- Turvey and - 
Co., The Motor House, Sunderland. Tel.: No. 626. 


Vork and Lancashire. 

p OUELAT, the great Donglas ageut, - J 



p OTIELAY.-1912 Donglns in stock. ' 

G0I7EI.AY.-S.ile Manchester agent, J. W, Qourlny, 
Fallowfield, Manihwtrr. 

1 Q09- Triumph, pcrleet cwidition; bargain, £28/10.—: 
J-«/ Denby and Co., llklcy. 

1 Q08 5h.p, Rex, just enamelled, plated, and re-bushed, 
J-tF perfect; £18.-86, Fargate, Shcflield. 

LIVEEPOOL Official Agents for Hnmber and Dot, 
Henry Whitloek and Co . 40, Hope dl 

1Q11 3-^h p. 2-speed Trotnier, Cijwey speedometer, laini*, 
At' horn, spares; £44/10,— Seaulau, jeweller, Prest. ii. 

iTllUlll'H, 1909, (splendi.l ccmilition. lamp, horn, tools 
Jt, f^pnres, etc.; £28/10.— Fortune, solicitor, HiuTjgato - 

CLYNOS and Rndge, , multi-speeds; deliver March;' 
liuuk now tj Kceure. — Sniilli, Motor Agent, Hor' ' 

3iili-p. New Hudson, 3-epeed, almost new, no further' 
4 use for same; £38.— Brii-'irrt. Town Hall. Rriir . 


use for same; £38— Driggn, Town Hull, Brig J 

INIirAN, 1911, free engine. 5h.p., raneliino and tyroi.l 
new condition; £45/10.— Ohadwieli, Cedar St.Jj 

"IQUi Douglas, Modol E., perfect condition, proetli 
X*/ ciillv nnuyc^d since October; £40.-13, WestCoumri 

F Ed., Dirlulale, '^^ 

In an^wcritui l/uinc aditrlisumink il w. dcsiraiile to mention "I'he Mulor Cycle." 


THE MOTOR CYCLE.— (Supplement v.) 



1912 MODELS 1912 



Early Deliveries— Best Exchanges. 

TRIUIVIPH, igo9, two speeds £37 10 

PHANOMEN, 6 h.p. twin, two speeds £35 

TWIN REX, 6 h.p., accutnulator ig;nition £13 10 

REX, 3J h.p., M.O.V., low built £6 18 

MINERVA, Twin 4 i h.p., spring forks £10 10 

N.S.U., 4 h.p., brand new, -ingle-cylinder, 

ideal sidecar machine ; listed {48 £36 

REX DE LUXE, 5 h.p., twin, two speeds, 

handlestarting, M.O.V., igti model .. £48 10 
REX DE LUXE, 5 h.p.. twin, two speeds, 

»_v'9'° .-■•■••, ■■ £42 10 

Ktx, 3j h.p., sprmg forks, magneto, h.-b. 

control, igog model £22 10 

N.S.U., 4 h.p., single-cvlinder, new 

pcv'"° """"'^ ^So '■ £28 10 

REX, 3j h.p., igoS, spring forks, magneto, 
-h.-b. cnntrol, beautiful condition .. £16 10 

U'f'"'' 3i b.p., two speeds, maKueto £19 10 

n.S.U., 3ih.p., magneto, good order £16 10 

QUADRANT, 3J h.p., magneto, spring forks £16 10 

PREMIER, 3i h.p., new, 1911 model £38 

H.S.U., 3j h.p., W.O.V., magneto £15 10 

N.S.U. , 3 h.p., M.O.V., nice order £10 

REX DE LUXE, two speeds, magneto, 

handle starting, h.-b. control £26 10 

ENFIELD, 2i h.p., M.O.V., ace. ignition £9 10 

TRIUMPH, 2i h.p £6 10 

HOBART, 3 h.p., vertical engine, low .... £8 10 
ROYAL STAR, 2} h.p., vertical engine .. £5 10 
KERRY, 23 h.p., 26in. wheels, vertical 

engine ; . ; £8 to 

OLYMPIC, 3j b.p., vertical engine, 26in. 

wheels £6,0 

PREMIER, 3j h.p., igi2, three-speed gear £58 
PREMIER, 2j h.p., IQ12, three-sneed gear £47 5 

QUADRANT, 3 h.p., vertical engine £5 10 



TWIN REX, air-cooled, belt drive. Fit-all 

'wo-speed gear £14 ,0 

STEVENS 4 h.p., single-cylinder, air-cooled 
Twi£°oJv°"=E'^ sear, handle starting £14 10 
I WIN KEA, 5 h.p., air-ccoled £,1 ,q 


DAHRACQ, 9 h.p., two-seater £15 15 

EAGLE, 14 h.p., four-cylinder, five-seateV, 

two speeds and reverse .' £27 10 

HUMBER, sjh.p., two-seater, bucket 

seats, two speeds and reverse £13 10 

PHCENIX, 8 h.p., two-cylinders, magneto, 

hoods, screen, and lamp; '£58 


Beaded. Wired. Tubes 

*6xj 17/- 16/6 9/8 

26x2l .... 18/6 17/6 9/i 

26!t2i .... 21/- 18/6 10/- 

28X2 .... 19/- 17/- ■ 10', 

28%2i .... 19/- lo'/e 


26x2 11/6 26x2.t 11/9 26x2i 12/- 
28x2 12/- 28x2i 12/6 28x2i 12/« 
Carriage Paid. All Guaranteed. Prompt Deliver! 


New Amac Variable Jet and H.-B. Control 18/8 

Ditto Second-hand 12/6 

Longtiemare, Minerva, F.N. Carburetters 4/6 

Good Rigid Sidecar 57 /B 

MiUford Castor Wheel Sidecar ...'.'.'.'■.''. ' £60 
Long Handle-bars, dropped ends S/e'and 6/6 

Coronet Silencers, up to 5 h.p 3/3 and 4/6 

New Handle- ar Mirrors 2/3 

Gripskin Be tin , : Jin. lOd., iin.'ljd.j I'in' 1 /. 
Wide Mudguaris, 3iu., 2/3 ; 4in., 2<I1 pair 

Handle-bar Watches, with holders '4/3 

New Sidecar Frame and Wheel " ' 35/- 

Trembler Coils, 6/6. Plain '..'.'.'.'." 2/II 

Powell and Hanmer £1 Lamp , ", 11/6 

16 Guinea Lowen Sidecar _' * £5 q 

Nearly New Coronet Sidecar, ... £310 

New Fuller Midget Coils 7/6 

New Footrests ....'. 2/6 

Booth's Motorics, 

Keighley MUls. BedJord Street North, Halilai. 
TeL 1062. 


IQlI Scott, as new: £50. 

lOll Bradbury, ditto: £37. 

1011 Douglas, ditto; £28. 

IQl: Matchless, Bh.p. ; £48. 

IQll Moto-Ecve, ajh.p. : £28. 

"lOil Bat, 2 speeds, and sidecar; £60. 

lOU Singer, free engi e; £38. 

1 QIO Indian: £30. 

1 010 Douglas; £26. 

TO 10 Dot and sidecar, fh v .'330. 

1 Q09 JJli.p. Matchless; £22. 

1009 F.N., 4-cyI., magneto; £15, 

TO 09 Triumph, Mabon clutch; £30 

IQOa Ditto; £25. 

A ND Many Others. 

'p. C. JONES and Co., 3. Eedeross St., LiverpooL 

1 Qlli Moto-Eeve, 2;h.p., ttrin, new tyres and belt, in 
J- ty excellent condition: £29, or exchange.— 17, Peel 

^t . A( cnn^ton. 

Tj'^'??-,""„-^"f]"'''.^'^''*''-'Sl'*' i^l™' lew; bargain. 
¥^ i^-^ ,J^''°t'='5. 5hp. T.T. Bat.-Eoebnck Hotel, 
BL^y St., Bolton. 

r\OnGLAS. Triumph. Hiimber, splendid second-hands- 
J^ exchanges.-Pariah, Bradbury and Douglas agentl 
Preston. Sidecars. 

J_h.p Quadrant, magneto, spring forte, adjustable pul- 
^ Icy. h.b.c., Bocd machine for sidecar work; £15.- 
65, Hilden St., Bolton- 

IQll (June) 25hn, Moto«acoche. like new, plenty of 
;^'^,^ spires: £27/10.-Whittaker, 63, Unjon Ed- 
U'^waldtwiftle. Lancatihire- 

■DEADBUET, in perfect order, all accessories: trial 
" run arranged; £26. or best cash offers— Winder 
Bros., Wocdhouse St., Leeds- 

DBESTON'.- Immediate delivery 4ih.p. O K Pre- 
00,,-, '3^'™,'- J-^Pi^f^S Armstrons. best value ever offered: 
£54/12; ideal for solo or sidecar. 

pEESTO^T.— Immediate delivery Jap-Eex de Luxe 
.-,. the sidecar machine; we specialise in exchanges' 
liberal allowances. 

pEESTON— Sole district agent.i Zenith-Gradnas Eex- , 
„ J ''"P' , lT-1'rccisicns, etc. ; see our stock of second- 
hand maohmea. -The Motor Cycle House, 82a. Fi«her- 
?ate, Preetoii. 

Qih-p. Triumph. 1908, with accessories, condition like 
,, ,r'r"'nr2'';,-''='* Douglas 1909, £21; perfect; must 
«ell--168, Tlio M-.T, Sheffield- 

CJCtlTT. 1911, brand new, net covered 200 mile-s; owner 
1^ buying car. will accept £59 : this 13 a genuine bar- 
gain.— Spence. Nnrth Parade, Eipon. 

lOll Eoadster Tnnmph, tank re-aluminiumised new 
.-V'-V, Dunlop back wheel, excellent condition; £38 — 
W. Gregson. 12, Hesketh Ed., Southport. 

"pRIUMPn, 1907. 3Jh.p., rebushed and rings, h.b.c. 
A B. and B. carburetter, adjustable pulley; £20.— 
Parke, 7, Liverpool Eoad South, Birkdale. 

LIVEEPOOL Official Agents for Bradbury, Zenith, 
Singer, Kpx. Clyno, Moto-Eeve; delivery from 
I stock.- F. O. Jones and Co., 3, Eedcrosa St., Liverpool. 
IQll 3+h.p. Lincoln Elk, Bosch, B. and B., perfect 
At.' order; trial given: very reliable, been throngh 
France: £26.-Sole agent, Ohurch St- Garage, Bradford. 

T3.S.A., 3-ill p.. new June, 1911, with accessories, equal 
.■-» to new ; any trial ; first checjue £37 ; owner ordered 
2-speed model.— Oamplin, Olive House, Ackworth, Ponte- 
I iiact. 

IQIO 5h.p. ludian with 'P. and M. 2-speea and free 
. Xt/ engine, complete with sidecar, splendid condition, 

and go anywhere; turnout £45.-15, Bradford St. West, 
I Bolton. 

5 h.p. Twill Miner\-a, low. special frame. Whittle belt 
adjustable pulley, h.b.c, £15; flexible sidecar for 
'same, £3/10.— Horner, li, Woodside Place, Kirkstall Ed., 

4b.p. Motor Cycle, Roc engine, inagueto, with new 
sideiar, £17/10: 1910 Eoyal Enfield, 2ih.p. liglit- 
1 weight, £25.— Allen Bros., 75, Wellington Ed. South 
I Stockport. 

1 Ah.p. Clement-Garrard Motor Cycle, outside flywheel 
I i* irith 2-speed gear, ready for fitting, Lucas lamp, 
I TJkantes stand, good conditijn; £7/15. or exchange 2i 
I h.p., or billiard table. 6 feet.-8, Lovat Ed., Preston 
' Lanes, 


are not required to pull CORONET SIDECARS. 
3^ h.p. motor cycles can take them comfortably, 
We.-do not make the heavy "hansom cab" type 
that are unsafe in a strong wind. 

Model E.— £7, 

Model D.— £7123. 6d. 

Insti~uciive Catalogve post free, giving 
illrLstralions and full particulars of all models 
of Coronet Sidecars. Every model certain to 
satisfy and save money for buyers. Full of 
improve7nents. Quick detachable joints. 
Latest car pattern niudgtiards. Wicker, cane, 
or coach-built bodies. CJiild's reversible seat 
Excellent upholstery. 

KOTE front arm which ^ips main tube of sidecar, 

which is the. only correct mechnnical method — 

nothing lopsided about tliis attachment. 

- Delivery from stock to suit TRIUMPHS, 

N.S.U.'s, REXES, P. & M.'s. BRADBURYS, etc 

'Discounts to Agents. 


5/" each. 


New Dunlops, 28x2 and 2J, wired edges . . 10/6 

Dunlops, 28 X 2, beaded, heavy treads 14/9 

24 X 2 and 2 J Beaded Clipper Covers, new . . 8/6 

Best Quality Butt-ended Tubes 7/S 

150 New Tubes, 26 x 2.^ 5/11 

Itubber-studded Covers, best make 25/- 


4 h,p. Twin N.S.U., with Bosch gear-driven 

magneto, brand new from makers £11 10 

4 h.p. Twin N.S.IJ., with magneto £9 

3J h.p. N.S.U., M.O.V £3 10 

3 h.p. FAFNIR. silencer, etc £3 10 

4j h.p. BUCKET, water-cooled £6 15 

9 h,p. DARRACy, water-cooled £9 10 

10 h.p. CLEMENT, two cylinder £9 10 

3J h.p. RE.X, M.O.V £3 10 

3i h.p. AUTOMOTO £2 I 2 CvcLoNir, m.o.v. £1 15 
li h.p. Minerva £1 8 2j h.p. De Dion £1 15 
3 h.p. Quadrant £3 | 2j h.p. Minerva £3 5 

E.Kchanges entertained. 


V\ e have a large stock ot the best makes from 
59/6. "^'our old coil and ace, taken in exchange. 


22/- and your carb. secures a new B. and B. | 
ftit.h h.b. control. 

20/- and your carburetter secures a new Amac J 
with variable jet and h.b. controL 
Delivery per return. 



(ofi pellon Lane), HALIFAX. Tel. : 1062. 

In answering tUse advertisements U isidesirahle to mention "Tlie Uotirr Cvcle. 

42 Advertisements. 

THE MOTOR CYCLE.— (Supplement vi.) 

January iith, 1912. 

£6 I.S. moaei less apron. £6 6s. model with apron. 














M'^ M^" 



£7 7s. model. £S 8s. model. 

26 X 2J Michelin tyres. Double Cee Springs. Wide 
mudguard. Three-point suspension. Dropped bearer 
bar if desired. Double stove enamelled. 
Guaranteed twelve months. Need we say more ? ? ? 
NOTE ! ! ! Our £S 8s. Model weighs 78 lbs. only, not 
between i and 2 cwts., as suggested. 



we ijiive .1 lew bran'l new unsoiled 1911 kEXES 
to offer at a reduced price. We have now, how- 
ever, sold out of many of the models, but still have a 
few as below : List Price. 

5 h.p. DE LUXE 60Gns. 

7 h.p. DE LUXE 65 Gns. 

3i h.p. DE LUXE 57 Gns. 

3J h.p. TOURIST 43 Gns. 

3I h.p. CONE CLUTCH 48 Gns. 

5 h.p. CONE CLUTCH 51 Gns. 

5 h.p. TOURIST 46 Gns. 

But get OUR Prices. 

1912 MODELS. 

We have the uuder-mentxoned machines for dates 
ftS below : 

1912 35 h.p. Clutch RUDGE Ex-stock 

J912 3I h.p. Tourist RUDGE Ex-stock 

19126 h.p. ZENITH Ex-stock 

1912 3J h.p. ZENITH Ex-stock 

J')i2 ENFIELD, sidr-car combination .. Jan. 30 

i<)i2 3i h.p. NEW HUD80NS. 3B .... Jan. 15 

1912 3I h.p. Standard BRADBURY Stock 

1912 2I h.p. DOUGLAS, Model K Jan. 15 

1912 7 h.p. INDIAN, 2-spccd Feb. 19 

1912 23 h.p. 3-spced I'.T. HUMBER March 15 

1912 3i h.p. 2-spccd HUMBER March 15 

1912 34 h.p. Clutch ROVER March iS 

1912 3j h.p. 3-si-ccd ROVER March 20 

19128 h.p. MORGAN Knnaboul March 9 

191:: 6 h.p. A.C. Soci.'il le March 14 

1912 3i h.p. BRADBURY, chain drive March 2X 

1912 3I h.p. BAT, 2-sp(.ed March 25 

All dates subject to being still unbooked. 



"^6 Gt. Portland St. LONDON W 


1 Qll P- and M., colonial, splendid order; 1911 
-i-t/ Humber, 3ih.p., S-cpeed; both little used; oliers; 
1912 Clynoe, £68/5.— Lockwood, Cromwell Kd., South 
Bank, S.O. 

31,li-p. P. and M., new October, 1910, perfect condi- 
2 tion, thoroughly overhauled by makers this week, 
Miller mudshield, etc.; £45.— Gerald Tolson. Kirkburton, 

SOOTT, 1911, perfect order, juE''t completely overhauled, 
magnificent machine, very fast and powerful, 
done 60 : spares ; £49 ; trial-— Cyril Styring, 5, Leopold 
St.. Sheffield. 

"I Qll T.T. Triumph, in fine order £37 do 60 m.p.h. ; 
-i-*y standard 1910 Triumph, £32; 1911 Bradbury, 
£/?5.— Crosj^, agent for Triumphs, Matchless, and Brad- 

bnrys, Rotberham. 

QEE, Write, or "Wire, Geo. Merrick; he's the man for 
^— ' Bradburys ; in stock, Eudge, B.S-A-, A.J.S., 

N S-TJ., and runabouts-— Merrick's Stores. Listerhills, 
Bradford. Tel. : 2439. 

BEADBURY, 3ih.p., magneto, late 1908, h.b.c. Pal- 
mers, Centipede, ppares, new Easter, 1909, done 
3.500; £20, or near offer-— Particulars, Lingard, Spring- 
bank Terrace, Oldham. 

TEIXJMPH, 1911, free engine, peifect, spare tyre, 
tube, belt, etc., Kempshall back, sidecar fit same, 
Chater-Lea; £45 together, sell separate.- Goodhind, 58a, 
Wellington Rd., Leeds. 

2Xh-p. Clarendon, low, spring forks, new 26x2 Dun- 
2 Inp bark, Lyso belt, almost new, Amac n.b.c. 
carburetter, eoDPer tank, good order; £5 for quick sale 
— CowsiJl, photocrauher, Chorley. 

1Q12 Humber Twin Lightweight, Anustrong 3-6peed, 
J-*-' only ridden 12 mllee; £47; owner been used to 
high power twins, has gone back to same.— J. M. Bul- 
lough, 131. Market St-, Atherton. 

TRIUMPH, T.T., July, 1911, racing and touring 
handle-bars, do over 60, new Kempshall tyre and 
Dunlop belt, perfect condition; £40.— Hall, 7, Herbert 
St., Whitworth Park, Manchester. 

ROYAL Enfield, late 1911, 2-speed model, brand new, 
offers invited- sole agents for Triumph, New Hud- 
.^on, Rudge, Enfield; prompt deliveries of all models-- 
Wardmanf^, Princes St.. Harrogate. 

TWO 1911 p. and M.'s, in fine condition, £45 and 
£50: 1911 clutch Triumph, with sidecar chassis, 
£45; 1910 Clyno, belt driven model, £35.— Potter, the 
Clyno man, Leicester Grove, Leeds. 

1 Q09 3ih.p. Res de Luxe, 2 speeds, free engine, 
-I-tf handle starting. Bosch magneto, spring forks, 
fantilever spring seairpillar, reliable; £23/10, or near 
offer.— Sutton, builder, Featherstone, Yorks- 

4 h.p. NS-U-, 2-speed, free engine, sidecar. Whittle 
helt. new tyres and spare, bought new last April, 
-:p!endid condition; expert examination: £42/10.— Smith, 
Marion Villas, Home St., Wakefield, Yorks- 

1 -Qlli Spa-Jap, 3ih.p., Chater spring forks and fittings, 
Li/ speedometer, lamp, J.A.P. adjustable pulley, 
vv atawata, toolbar, enamelled in colours, only run 350 
Qiles; £42.— Markland and Co., Deansgate, Bolton. 

LIVERPOOL Agency for Triimiph and Matchless 
Motors, Hitchinrre, Ltd., 74, Bold St., Liverpool, 
tlie pioneers of motor cycling in the North. It will pay 
vou to deal with Hitchings, Ltd., an old-established 
firm of highest repute. 

HITCHINGS, Ltd. , lor Triumph and Matchless 
Motors ; any make supplied on most favourable 
terms; exchanges arranged; absolute satisfaction and 
pourteous service assured by dealing with Hitchings, 
Ltd-, 74, Bold St., Liverpool. Established over 30 years. 

TRIUMPH, 1910, standard, £35/10; 1910 clutch 
model, £40: 1911 clutch model, with lamp, horn, 
and generator, £45; 1911 clutch model, absolutely as 
new, with Palmers, Cowey, Lucas, and backrest, »50; 
Douglas. 1910, £25. - Hitchings, Ltd.. 74, Bold St., 
Liverpool, the Triumph and Mntchless district agents. 
Guaranteed dates for 1912 models. 

MATCHLESS, 1912, 3ih.p., clutch model, and 2ih.p, 
lightweitiht, in stock, for immediate delivery; 
in^'pection invited.— HitcJiings, Ltd., 74, Bold St., Liver- 
pool, sole district agents. 

SINGER, 1911, clutch model, in perfect condition; at 
a bargain price ; inspection invited.— Hitchings. 
Ltd,, 74, Bold St., Liverpool. 

3ih.p. Humber, free engine, leather clutch, handle 
2 Ktarting, low spring seat pillar, drip feed, chain 
drive, new accumulator, splcDdid condition ; £11; no 
nflers.-Box No. L5,592, The Mdtor Cycle Offices, 20. 
Tudor St., E.G. 

CLYN03-— Hasten if yon want one before Eaptrr. 
They all want tliem- All mnkee are giving way to 
Clynos. No hill too steep, no road too long, no weight 
roo lieavv for a Clvno.- Call or write to Potter, the Clyno 
man, Leicester Grove, Leeds. 

1 Q 1 1 Bargains.— Bradb\iry. shop-soiled. £39 ; 2ih.p. 
*-•' 2-nppe(] F.N., in splendid order, £32; 3jli.p. 
Pretnlcr, run 150 miles, £33: 14-guincn Millford caslni 
■nne fideciir. Imrdly used. £11/5.— Tlio Brighouse Motor 
.\Kenry. Biiilift!e Brid(,'e. lirighouso. 

SOMETHING Goo(l,-1909i F.N., 4.cyl., with Hpccially 
designed 2-flpccd gear and elutrh, in 7in. fiywliccl, 
hdttoin briii-kct gear case, bevel drive, buck wIhtI mul 
friiiuo le-built sperially for Hidecnr work, new rainier 
(■(.rd on back, Binkn 2-jet cnrbnrctter, long footboards, 
roiiifortablp, Hperdy, ami retlablo; n bargain, £27/10.— 
Komshuw, 87, PiuNtoiic Bt-, SlicMlcId. 


ZENITH, 6 h.p.j brand new, 1912 model, 

actually in stock £70 7 

RUDGE, 3I h.p., new igi2 clutch model, in 

stock £55 

RUDGE, 3i h.p.j tourist, 1912 model, new, 

in stock £48 15 

REX, 6 h.p., igii, 2-speed, de luxe models, 

new £48 15 

RUDGE, 3* h.p., 1911, tourist, like new, 

bargain £37 10 

TRIUMPH, 3^ h.p., practically new, 1911 

clutch model £42 10 

F.N., 4i h.p., lour-cylinder, like new £30 

REX 5 h.p, de Luxe, new, igir models £60 

BRADBURY, 3^ h.p., vertical engine, spr. forks £18 
PREMIER, 3^ h.p., igio, twin, very fast .. £32 
MINERVA.^J h.p., twin, spr. forks, good tyres £22 
REX, 5 h.p., igio, model de Luxe, two speeds £42 
SCOTT, two speeds, magneto. Palmer tyres . . £28 
REX, 1910, 5 h.p., M.O.V., gold medal winner £35 
REX, 191 1, 7 h.p,, two speeds, excellent order £51 

REX, 5 h.p., magneto, very fast ; £24 

TRIUMPH. 1909, 3J h.p., standard model ..,. £32 
ARIEL, 1910, 3* h.p., footboards fitted, F.E. £30 
N.S.U., 1908, 5i h.p.,. two soeeds. perfect .... £25 
TRIUMPH, 1908, 3^ h.p., XL'All saddle :... £34 
REX, 1907, 5 h.p., free engine, spring forks . . £16 

REX, 5 b,p., igioj, two-speed, M.O.V £42 

PEUGEOT, 7-9 h.p. Twin, magneto, pan seat £26 

ARIEL. 2j h.p,, hghtweight model £10 

MATCHLESS-J.A.P. 8 h.p., side valves £37 

ANGLIAN, 2i h.p., good running order £8 

KERRY ABINGDON, igio. 3^ h.p.. clutch .. £32 
REX, TQii. 7 h.p,, tourist model, very fast.. £37 

HUMBER, 1911, 31^ h.p two speeds £37 

REX DE LUXE, 3I h.p., two speeds, magneto £24 

REX DE LUXE, si h-P-. iQH, as new £44 

RUDGE, 1912, clutch models in stock £55 

RUDGE, 1912, standard, in stock £49 

TRIUMPH, igri, clutch model, as new £44 

T.A.C., 1910, 7 h.p. fcurcylinder, three speeds £15 

N.S.U., 3-^ h.p., magneto, cream finish £22 

TRIUMPH, i9ir, clutch, Montgomery sidecar £50 

V.S., 5 h.p., 1908, magneto, Truffaults £32 

REX Sidette, g h.p., igir model, as new .... £45 

N.ti.U., 3^ h.p., 1910 model, like new £28 

ANTOINE, 5 h.p., footboards, just overhauled £20 

HUMBER, 3i h.p., 1909, two-speed £32 

TRIUMPH, 3i h.p., 1909, footboards £34 

N.S.U. , 3i h.p., magneto, spring forks £22 

CALTHORPE, 3A ti p in 11 model, as new .. £38 

ZENITH, 4 h.p. 1911 model £42 

SINGER, 3* h.p., igii, only done loo, F.E.,. £47 

TRUMP-JAP, gray finish, 1911 model £32 

50/- deposit secures— 

LL0YDS.2h.p £10 BARTER, 2i h.p ■• £8 

MINERVA, 2 h.p. .. £6 L.C., 3 '>.d £10 

CUNARD. 3 h.p. . . £10 RIP, 2} h.p. ... £8 
QUADRANT. li h.o. £8 ANTOINE. aih.p. £7 
Balance 5/- weekly. 

REX Litettes, lyi T modeK as lew £50 

BROWN, 35 h.p., two speeds, air-cooled .... £16 
STAR Car, 9 h.p., three speed?, engine under 

bonnet £25 

REXETTE, fih.p.. latest model £22 

REX 1 riette, 5 h.p., free engine £22 

BEDELIA Car, 1911 model, two speeds, 

magneto, only done about 300 miles .... £45 
PEUGEOT, 9-1 r h.p., 2-cylinder, 3 speeds and 

reverse, dual ignition £25 

PH<£NIX Quadcar, 8 h.p., 2-seater, hood, 

screen, magneto, etc., etc £40 

1911 REXES. 1911 

We have a few brand new and fully guaranteed 
REXES to dispose of at advantageous prices. 
All models. J..owcst prices. Send for Lists. 

Now comes your opportimity to purchase for 
summer. No storage charges. Exchange your 
undcr-powercd single for a powerful 2-speed twin. 

Special exchange allowances. 


i_0 rsi o o rs w 

Tel«pV>o»ie 652 . MayfaiK 
Teic6faine ''AbdtCJ%te" Loitdoo 

(lists I30SX RRE.E.) 


.'m <iiia\i-ii'n\(i thi'm ndverlisemciit.i! if. is disiraJile to mention "The Motor Oi/clc." 

January iith, 1912. 

THE MOTOR CYCLE.— (Supplement vii.) 

Advertisejien is. 43 

TheHalifax Motor Exchange 

Largest Rex Dealers, 


'Phone, 766. 

Telegrams : " Perfecti( 


E have a (ew Brand New igii TOURIST and 
DE LUXE REXES on hand, and we are pre- 
pared to make liberal allowaiices for 
Second-hand Rexes in Exchange. Discount 
for Cash. Special quotations to the Trade. 


I911 3i h.p. P. & M., with sidecar, all new £56 

X912 twin REX Sidette, in stock £75 

J911 3J h.p. 2-speed BkADBURY £37 10 

X911 3i 11. p. lourist hbA, done 7jiO miles £32 Id 

1911 22 h.p. 1 wo-speed REX junior £39 10 

1911 3jh.p. REX, clutch model £37 10 

J911 5 h.p. Two-speed REX DE LUXE £47 10 

1910J Twin REX DE LUXE, brand NEW 47 Gns. 

I910 7 h.p. REX DE LUXE, two speeds £43 

1910 7 h.p. Tirin REX, HOT STUFF £37 1 J 

1910 5 h.p. Tnin REX, very fast £29 1J 

1910 5 h.p. REX DE LUXE, fine sidecar machine £42 10 
xgio 3I h.p. REX, verv fast, special m.ichine .... £27 10 

Two sp'eed, free engine Tivin REX DE LUXE £27 10 

Twin REX DE LUXE, Roc clutch, wants tunmg up £16 10 
1908 3j h.p. Magneto REX, very fast £24 10 

1907 3t h.p. Magneto REX, spring forks £19 19 

5i h.p. Twin REX DE LUXE, Roc clutch, sp. forks £24 10 
Brand New 3j h.p. REX, spring forks and pedals .. £31 
Brand New Twin Magneto REX £37 1 5 

1908 TRIUMPH, very powerful £34 

Magneto TRIUMPH, spring forks, specially low .. £25 

3i h.p. Kt A, vf ry good order £8 10 

3I h.p. REX, very fine condition £15 10 

Four-cylinder F.N., magneto, spring forks £18 1i 

F.N. Magneto Lightweight £16 10 

3} h.p. Magneto FAFNIR, M O.V £19 

3i h.p. VfOLr', Stevens eiigme, h.-b. control £12 10 

Twin Magneto MOTO-REVE £17 10 

3 h.p. QUADRANT, spring forks, h.b. control . . £12 10 

3 h.p. HUIVIBER, chain drive £9 10 

MOTOSACOCHE, Druid forks £l4 10 

WOLF, Lightweight £12 10 

Easy Payments at Special Rates. 

Jp^ DOWN ^^^ ^^' ^^^^''^y secures prompt 
*^* f\/ WW Iw despatch of any of these machines. 

3 h.p. QUADRANT. V belt, h.-b. control, sp. forks £12 10 

4 h.p. ANTOINE, M.O.V., good order, reliable . . £14 10 
Lightweight MOTOSACOCHE, spray, runs well .. £14 10 

3 h.p. QUADRANT £10 10 

2? h.p. KERRY, spring forks £10 10 

Twin Magneto M0T3-REVE £17 10 

3I h.p. WOLF, sprav. smart, h.-b. control .... £12 10 
it h.p, WOLF, up-to-date lightweight £12 10 


15 h.p. 4-cyL REX REMO, Bosch magneto, grand 

touring car, many accessories, spares £160 

16-20 h.p. 4-cvlinder'WOLSELEY, 2-seater £49 lU 

55 h.p. single-cyl. BABY PEUGEOT, 2-seater .. OFFERS 




1911 RIGID 



■DEADBURT, 1911. August, Sih.p., N.S.tT. 2-speea, 
-L* free engine, tyres and everything perfect, gives no 
trouble; £46; no offers; reason eelling, buying higher 
power; trial run or expert exaniintition. — Marsland 
tobacconist, West Didsbury. Manchester. 


Carnarvon, Denbigh, Flint, Clieshire, Derby, 
Stafford, Shropshire, Montgomery, and 

npEIDMPH. 1908, lamp, whistle, etc.. new tyie. excel- 
-•- lent condition: £28.-16. Ashville Ed.. Birkenhead 

■VTINEEVA, 2h.p, 1911. B. and B., splendid condi- 
-L'J- tion, many accessories; £10.— Innes, Uttoxeter New 
Ed., Derby. 

■p.N., 1909}, S-6h.p.. 4-cyl., magneto, perfect order- 
J- cash 20 guineas.— E. Smith, Eutland Sq-, Bake- 

"I Q 1 2 Twin Zenith, in crate : best cash otters ; will take 
J-«/ 1911 Triumph part.— No. 9,288. The Motor Cycle 
OfSces. Coventry. 

1 Q 1 1 Douglas, bought in October, 500 miles onlv, 
X^ not ficpiled: £33, or near ofiL-r.— Fox, Barracks 
fiolf Club, Lichfield. 

1012 Free Engine Bradbury, in crate; cash offers. 
-i-*J nmst sell; ordered abroad.— No. 9.287, Tfti Motor 
C iicle Olfices. Coventry. 

ROYAL Enfield, as new in every way. 2jh.p., lorely 
machine, but must sell: £19fl0.— Box No. 9,284. 
The Motor Cycle Offices, Coventry. 

TEIUMPHS. Zeniths, New Hudsons, Singers, Match- 
less, and other best makes ; quick delivery ; ex- 
changes, highest allowances.— Below. 

RUDGE-WHITWOETH. 1911, 500 miles only, £38; 
twin Kex, free engine, 1911, 1.000 miles, £40; 
Humber, 2-speed, 1911. shop-soiled, £38; A.J.S., 1911, 
faultless. £22; Enfield twin, new condition, £24; Tri- 
iiujph. free engine. 1909, extra ?ood. £55: Quadrant, 
1909. Bosch. 4h.p., tor sidecar, ~ £16; every machine 
guaranteed.- Oswald Parker, Melbourne, Derby. 

MATCHLESS-J.A.P., 41i.p., August, 1910, 2 speeds, 
free engine; ci^t over' £60; splendid condition; 
£37.-43. Harden Ed., Leamore, Walsall. 

TEIUMPH. 1909S. studded Dunlops, perfect condi- 
tion, £33; also rigid sidecar, £4/4.— Payne, 167. 
Oversetts Ed., Newhall, Burtou-on-Trent. 

HITMBER Lightweight: this machine has been little 
and i-arefully used, is very fast, and better than 
new ; 26 guineas.— 1 Wood's Lane. Derby. 

TEIUMPH, 3h.p., splendid condition, headlight, speed- 
o 'ifter, lorn, new belt, etc.; £25. or near ofier.— 
J. E. Taylor, South Av., Littleover, Derby. 

LATE Model 1911 Bradburv, as new, tyres gcod. and 
>pare<; £29/10110 nett; approval, dep.,sit.— Box No. 
9.283- Ihe Motor Cycle Offlces, Coventry. 



5, HEATH ST., 


Close to Hampstead 
Tube Station. 

Tel. 267S P.O., Hampstead. 


Telegrams; "Rey Hampstead, 


TakcQ on anv Machine or Runabout, 



Followir.g 19t2 Machines for 
Immediate Delivery : 

BRADBURY, igtz, standard in stock £48 

BRADBURY, I9r2, T.T £48 

3RAD6URY, 1912, free engine , £54 10 

B^AOBUhY, 1912. two-speed ,, £55 

RUDGE, rr,t2 standard model ,. £48 15 

RUDGE, t9l2 T.T. „ £48 15 

RUDGE, I9r2 free engine ,, £55 

ZENITH, 1912, 3} h.p „ 53 Gns. 

ZENITH, t9i2, 6 h.p 67 Gns. 

BAT, r9r2, 3l h.p., two-speed ,, £59 

BAT, 1912,8 h.p „ £bO 

SAT, 1912. 5 6 h.p £58 

F.N., 1912, 2j h.p., two-speed gear ,, 45 Gns. 

F.N., r9r2, 5-6h.p ,, 50 GnS. 

SINGER, 3.1 h.p., 1912, free engine ,, £55 

LINCOLN ELK, 1912, 3,t h.p £34 

DOUGLAS, 1912, Model H ,, £47 

TRIUMPH, 1912, free engine , £55 

CrlATEK-LEA, 1912. No. 7 three-speed ,, £79 16 

BEDELIA Cars (in 6 weeks) 7J per cent. E.P. 59 Gns. 

G. & N. Runabouts, 8 h.p. (in 6 weeks) ,, 87 Gns. 

A.C., speed sociable type (in Feb.) . . ,, £87 10 

Any other makes on application. 

.\bo\e machines for immediate delivery. 

1911 New Machines to clear at Bargain Prices. 

HOBART. 2j h.p., lightweight, £38 model £29 

tf>3.h.p. Peugeot. C.A.T. accumulator, good tyres, 1911 
^^4 B. and B. carburetter, low, p werful, excellent 
condition: must sell; £S/10— Stafford, O-jbome Ed.. 

GTVTJfG A^ay a 1910 Speed King Rex. Frcneli grey, 
t,- twin, as new: £19/10: will do 65 an hour: 
no offers ; must sell.— Box No. 9,286, The Motor Cycle 
Offlces, Coventry. 

3J_h,p. Triumph, late 1908. thoroughly overhauled, 

2 also magneto recently, new tyres, frame, and 

back wheel, ample spares; price £28.— F. Weller, Heage 
Ed.. Eiplc.t, Dert-y. 

MAGNETO Bradburv. 3'hp., a.m.i.v., a powerful ma- 
chine, and sjund, very good tjTes, low; nett cash 
price £11/10. first cheque.— Box No. 9,285, Th,e Motor 
Cycle Offltes. Coventry 

NEW Hudson. 1911. 4h.p.. J.A.P.. Armstrong S-.speed 
pear and free engine, new September, special 2;in. 
Palmer cord t.vre and rim to back wheel, ideal sidecar 
machine, guaranteed absolutelv perfect throni:h,-ut. onlv 
rim 600 miles; owner boucht car: £53-- SIoss, Wem. 





1^''> ": j;y 







/ m^ 



12 Models: any make supplied, incluriing Scotts. 
Phelon. Douglas, and Zenith, etc.— Moss. Wem. 

Balked av \0 years' cxpei';en;a. 
Every car guaranteed 12 montiis. 

'I Popular," Clipper or Continental tyre ... 
"Superbe" type, with best tyre, apron, etc." 

DiHo. with reversible chil.l':. =eai !., 1/ u 

Ditto, with best coach-built body .'.'.'.'.' £7 12 

Unproved Quick-detachable Joints are "fitted to 

£4 19 
£6 6 

rnodeb. Prompt delivery to suit Rexes, 
K.S.U.'s, Indians, and any other make. 

Discount to Trade. Exchanges entertained. 



DO You Want a good, sound, second-hand motor 
cycle at a reasonable price? If so, write at once 
to the North Wales Motor Exchange. Rhcsddu. Wrex- 
ham, they hare some splendid machines in stock, or, if 
you want quirk delivery of your 1912 mruht. let fhem 
quote you. taking your present mount in part payment; 
expert advice, free. 

TEICMPH. SIh.p.. 1907 ensine. 1910 cyl. and piston, 
new Davi.ion's tank, with petrol and oil irauires, 
new Aihinn free engine hub clutch, h.b.c.. Clincher 
studded't^Te front and new Palmer cord studded rear, 
new Whittle belt, F-R.S. large size lamp and generator, 
good mount solo or for sidecar; approval, deposit- £35 
-Heath, 33, Craner St., Stafford. 


Nottingham, Lincoln, Leicester, Rutland, 
Northamptonshire, and Warwickshire. 

FOE Singers. James, and Ariels, write, Cordock Cycle 
and Motor Co., Sctmthorne. Lines. 

excellent con- 

Sole London Agent for the famous LIN COLN ELK. Finc't 
value on the market for quality and reliability. A.l, models 
on view and for Immediate delivery. 

Second-hand Machines at Bargain Prices to clear. 

BAT, S h.p., good condition, all accessories £28 

BAT, S h.p., 1910, with Miilford sidecar £40 

HOBART , 2l h.p., soiled only £29 

B.S.A., 2j h.p., new cylinder w'anted ' £4 10 

F.N., 4i h.p., good order £-|8 

F.N. , 2i h.p.. two-spee~a, good condition, I jit £27 

F.N., four-cylinder, igrr, almost new £29 

REX, 6 h.p., inir, F.R '' £37 

REX, 4 h.p., T.T., twin, igrr model, splendid order £24 
DOUGLAS, 2.5 h.p., igro. fine order, all accessories £25 

DOUGLAS, :'i h.p.. igro, good order £23 

DOUGLAS, i9ri. Model D, all accessories £23 

DOUGLAS, ryii, two-st>eed £33 

ZENITH, 1910, good order ' £32 

ZENITH, I9lt 3J h.p ; . £39 

ZENITH, 1911, 3i h.p £40 

ZENITH, 1911, 3* h.p. 

TRIUMPH, i9io,"F.E ..'. 

TRIUMPH, 1910, F.E .'.;.■.■ 

TRIUMPH, 3l h.p., 1909, good order 

BAT, i9f I, 4 h.p., P. and M. two-speed gear 

All Accessories included on S.H. at the price advertised 


REX Machine, 3.Jh.p.. new June. 1911 
dition.— 51, Frederick Ed., Stechford. 

Tn answering t/ase advcrtisrmcnts it U chsirahle to 



£4-10 REY Sidecar £3-10 

With Hutchinson or Michelin 26X 2i Tyre and Tube 

30/- extra. 

The famous" REV EXHAUST WHISTLE now reduced 

to 12/6 each. 



The Motor Ci/cle." a,. 

44 Advertisements. 

THE MOTOR CYCLE.— (Supplement vjii.) 

January iith, 1912. 



£.5 S 0. 


witli Cane Body. £6 0. 


■with Kever8il)le and Uetach- with Coach Built Body, 
able Chim'H Seat. £6 10 £7 0. 

Absolutely the finest value on the market. 


It is admitted by experts that, owing to the unique 
desigTi, far less power is required to propel Farrar's 

Sidecars than any other style on the market, 
NOrt OUR front arm which grips the Sidecar 
CENTRE nothing lopsided about tiais attachment. 
OUR quick detachable joints are a treat. 
OUR cranked back axles are extensively copied. 
OUR design is the safest on the market. 
OUR 12 months' guarantee is honestly carried out, 

Discount to the trade. 
Deliveiy from stock to suit TRIUMPHS, REXES, 

P. & M.'s, N.S.U.'s, etc. 

Round or Car pattern mudguards at customers' 


26 X 2jin. Covers 18/6 

?6 X 2 Jin, Tube: 9/9 



Heavy Rubber-studded Covers, 26x2^ .... 18/6 

26 X 2^ Hutchinson Heavy T.T. Covers .... 25/- 

26 X 2 and 26 X 2^ VVired-edge Covers 12/6 

Continental Rubber Non-skids, 26 x 2J or aj 30/- 

Hutchinson, ribbed tread, 26x2^10 18/6 

Continental, beaded, 26x2 18/6 

Tubes, all sizes, guaranteed 9/6 

New Bulled Tube. 26X 2J 8/6 

New Butted Tube, 26X 2I 9/3 

Special Heavy 26 x 2} Tubes, guaranteed .. 7/6 


*' Ara ' ' vulcanizer outfit 7/6 

Bowden back brake 4/6 

Lycett's Carrier Toolbags new 7/6 

I h.p. Electric Motor, 230 volts £7 

.■ij i.p. Waui-ccoled hnKine and Clutch . . £7 

New 4 h.p. N.S.U. Engine, perfect £7 

5i h.p. Aster engine, water-cooled £7 

New Bosch Magneto, DA2, for single 75/- 

One ditto, second-hand 57/6 

ij h.p. Clement-Garrard engine 30/- 

Loinax non-sk id band, 700 x 85 7/6 

Trailer. 26in. wheels 25/- 

Goodlads speedometer, 5-40 m.p.h 15/- 

Lighi car chassis and tyres £4 Q 

New roolbags, 9 X 6x 3jin 4/6 

Sidecar Aprons, green or red, with studs .. 7/6 

Uruid Spring Forks, new £2 5 

New Lycclt'6 Tubular Carriers 4/II 

New Lamp and Cienerator, plated 12/6 

1012 llrown and liarlow carburetters ... , 29/- 

Longuumarc Carburetters 5/_ 

Brown rmrl Bfirlo\" r;irhnr*-lt<r-: 7/6 


19, 21, 23, 25, HopwoodLane, 

¥¥Af f'FA'lC (Two minulci 
MMJ%.M^M.r J%..^%. irom G.P.O.) 

Tclfpl;oiif- (jl'j. 

A32 In answering 



OUGLAS, 1911, fine condition; JE28.— Oohnoie. 


SCOTT, 1910, overhauled and put in good order; £38; 
a scarce model.— Colmore Depot, Birmingham. 

DOUGLAS, model E. 1911, 2-6peed, free engine, foot- 
boards, in thorough goin? order, only a few months 
old, £^10 ; and another, more used, ±38.— Colmore Depot, 
27, Colmore Row. Birmingham. 

MATCHLESS. 3ih.p., 1911. J.A.P. engine, a fine 
last machine, rune better than when new, tuned 
up and guaranteed in perfect condition ; £38.— Colmore 
Motor Cycle Depot, 27, Colmore Row, Birmingham. 

OUGLAS, 2;h.p., 1-Sll, nearly new, all parts per- 
fect; £32/10.-4, Carlton St., Nottingham. 

11 Free Engine Triumph, as new, lamp, horn, and 
spares; £46.— Thomas, builder, Leamington. 

3ih.p. Fafnir, magneto^ splendid order, with or 
2 without 2-speed.— Hawke, printer, Hallaton, 


1 QIC Triumph. £33: Protector mud-shield, new, 12/-: 
M.U 1910 Triumph flywheel, 12/-.— Pearson, 2, Lister- 
gate, Nottinghara- 

TRIUMPH, 1909i free engine. Whittle belt, F.R-S. 
lamp, one epare butted tube; £33-— Crowley, 11, 
Northey Rd., Foleshill, Coventry. 

H UMBER Depot for Birmingham and dietrict, 78, 
New St.— Order your 1912 Humber from practical 
inotoriats and Humber specialists- 

1 010 Plate Clutch Res, 5-6h.p., free engine, spring 
A t-' forks. Palmer cord tyrea, condition as new ; 
£31.-103, Heeley Rd., Selly Oak. 

3 h.p. Fafnir, h-hc, good tyres, new belt, just over 
hauled, epares; £10: seen by appointment.— R. R 
'i^vans. Heath Terrace, Leamington 

1QH Humber Lightweight, adjustable ignition, com 
J- *y plete tool kit, 2 new belts and spare inner tube- 
-8,624. The Motor Cycle Offices. Coventry- 

IQlO Moto-Reve, magneto, 2|h.p. twin, lightweight. 
■M.*J everything as new: bargain, £21.— Drapery Stores, 
64. Tilton Ed-, Small Heath, Birmingham. 

Vr.S.tT., 1910, 2ih.p. twin-cyl., mo. v.. magneto igni- 
i-» tion, spring forks, h.b.c. carburetter, veiy fast; 
largain, £19/10.-12, Bull Ring, Birmingham. 

REX DE LUXE. 1911, 6h.p., m.o-v,, magneto epring 
forks and seat pillar, aluminium footboards, drip 
eed, free engine, 2 speeds, only little used; sell, bargain, 
£40.-12, pull Ring, Birmins;ham. 

1 Q 1 1 Model Rex de Luxe Sidette, 6h.p. engine, free 
X t/ engine, 2 speeds, magneto, B. and B. carburetter, 

pring forks, fitted wit^ hand.some coach-built Bidecar ; 

ost 75 guineas, sell turnout £48.— Brown's, 12, Bull 
^ling, Birmingham. 

MOTOR Cytle, Sih.p., m.ov., Bosch magneto, h.b.c. 
carburetter, spring forks; bargain, £13/10,-12, 
Jull Ring, Birmingham. 

rRIUMPH Motor Cycle. 1907 model, magneto igni- 
tion, h.b.c. : bargain, £17.— Brown's, 12, Bull Ring, 

TWIN" Rex de Luxe, 1909, 5-6h.p., Roc 2-speed and 
free engine, magneto, .spring forks. Continental 
yres, fitted with coach-built sidecar; will accept £32 
lot, or sell separate.— 12, iiull Ring, Birmingham, 

VflNERVA-ABINGDON. 2*h.p., m.o.v.. spring forks, 
L'J- 26 wheels, very low; bargain, £8/10.-12, Bull 
ling. Birmingham. 

£6/10, or nearest.— 3ih. p. Centaur, rebored, new 
piston ringri, valves; seen by appointment.— 
Proctor, 29, "VNTville St., Radford, Nottingham. 

BRADBURY, 1909), excellent condition, new Dunlop 
studded and Clincher, all accessories, spares; genu 
ine bargain, £26/10.— Kilbee, 35, Wrawby St., Brigg. 

1Q12 Triumphs, Bradburya. Rndge, B.S.A- Douglac-, 
-»-i/ Zeniths, Matchless, New Hud(*ons; handsome pre 

-ent to all customers.— Clifiord Motories, Eastwood, Nott-^ 

QUADRANT (Birniinghara), re-bored by Gradior, B 
and B., Albion adjustable pulley, new belt rim, 
rendition good; offers.- Haugh, 29, Henley St., Stratford 

3 h.p. N.SU., Whittle, low. £6/10; 2]h.p. Langham 
26 wheels, £3/10: 3Ah.p. Fafnir, Clmtci-Lea, man 
neto, and sidecar, £22.— Potter, Springfield Rd., Shep 
^^hed, Loughborough. 

IQll M.idel Water-cooled Rex, 3ih.p., Dunlop tyres, 
A-iJ BoBch magneto ii;iiition, Brown and Barlow car- 
bureter, sprint; forks, eijual new; bargain, £29.-56. 
Suttiin St., Aston ...lanor. 

HKNRY GARNER, Ltd.. 78, New St.. Birmingham, 
the Humber Midland Depot.— All 1912 m.idpla now 
on view; eurlie«t deliveries with a guaranteed promiee; 
exchanges and trials arranged. 

SINGER, 3ih.p.. 191? -12, with or without N.S-U. 2- 
speed gear, condition equal to new : price with 
'.parp'^ and gear, £48: without gear £43.— No. 9,041, 
The. Motor Cycle Ofilrcs, Coventry. 

5 h.p. 1909 Rrx do Lnxo, 2-.4peed, clutch, recently over- 
liaiiled lit works, new st(X'l studded tyre, lamp, 
tot>)H, siKircs, cniidltion iierfi/et : bargain. £25. — A. 
Fraucris, Hyde Hout^o, Leamington- 

31h.p. Rover, Into 1911. Trimnph frco engine, only 
2 run 600 miles, bargain, 38 guineas; alno new 
1911 2hp. Singer Motn Vclo, makers' price £35, will 
tak«; best offer over £30.-Beck, Chapel St., Rugby. 


JANUARY 31st. 

Previous to our annual " balance up " we will 
accept any reasonable ofier. 



1912 3^ b.p. New KudsoHf 3 speeds 57 Gns. 

1912 2I h.p. New Hudson, 3 speeds 47 Gns. 

1912 2i h.p. A.J.S., 2 speeds, chain drive 44 Gns. 

Handy in grease, free Irom vibration, splendid 

1908 Twin-cylinder, very good «. £16 

1910 2| h.p. Twin, very good £22 

191 1 Single-cyhnder, record machine £22 

19 10 25 h.p. Twin, very fine order £23 

1910 2I h.p. Twin, with 191 1 fittings £24 

1909 2i h.p. Twin, 50 X 70 mm £20 

All have magneto, h.-b, control, Druid forks, 

toolbae. tools, and intlator. 













1910 si h.p., fine goer 

1910 3I h.p., extra good ; . . . 

3* h.p, 1909 Speed King, extra fine 

3 h.p. igo8 Featherweight Rex, Bosch mag. 


5-6 h.p. 1909 De Luxe, 2 speeds 

7 h.p. de Luxe, two speeds, M.O.V 

5-6 h.p., 1908, two-speed, and sidecar .... 
5-6 h.p., de Luxe, 1908, two-speed model . . 
5-6 h.p., de Luxe, 1908, two speeds, special 
5-6 h.p., 1908, two-speed de Luxe, 1909 eng. 

N.S.U.'s. N.S.U.'S N.S.U.'s. 

5j h.p., two speeds, Bosch, B. & B. carb. . . £25 

5 h.p. Twin. Bosch magneto £19 

1910 6 h.p., M.O.V.. two speeds £33 


3} h.p. Twin Premier, very fine £26 (I 

1911 3j h.p Singer, clutch model £37 8 

lyii Two speei. oraoDury, ime ;... £37 

igii Lady's Hobart, Armstrong three speeds £35 

3j h.p. L.M.G., iQio model £25 

3 h.p. Singer, Bosch, V belt drive, B, & B. £16 

3 h.p. Quadrant, Bosch, B. & B., spr. forks £16 

3i h.p. Quadrant, h.-b, control, spring forks £16 

2j h.p. Humlier, chain drive £7 

ij h.p, Minerva, V belt £4 10 

3j h.p. Minerva, Bosch magneto. A mac . , , . £22 


5-6 h.p. Clutch Model Rex and new bidecar £29 

5-6 h.p. Two-speed 1Q08 Rex and Sidecar £33 

7 9 h.p. Two-speed Rex and Sidecar £53 

1910 6 h.p. N.S.U., M.O.V., two speeds, com- 
plete with N.S.U, coach-budtsidecar £38 

All fitted with Magneto and Spring Forks. 

S«0 1»U"11 BALANCE 5'- WEEKLY. 

si h.p. Brown Bicar, M,0,V. 26 n, wheels £12 

jj h, p. Fa»nir, vertical, M,0,V £11 

2i h,p. Kumber, chain drive, spray rarb . . £7 
i| h.p. Minerva, V belt, spray carburetter . . £5 ti 

aid'* WUWll BALANCf 6/- rtEEl LY. 
jj h.p. Quadrant, h-b. control, spr n^ lork- £16 
3* h,p. Quadrant, h.-l*. control, Bosch mag. £16 
3 h.p. Singer, Bosdi magneto, h!-b. control £16 
1 908 Twin Mot o-Reve, magneto £16 

ii-^ h.n. N.8.U., Bosch mjg, h,-|j. control £19 

1910 2j h.p. Twin Moto-Reve £22 

1911 2 h p. Sinrlc-cvlimkr Moto-Reve ... . £22 
1900 23 h.p. Twin Moto-Rcvo £20 

£6 DOWN 


;sj h.p, Aster Car. 3 speeds and reverse £19 c 

5 h.p. Humber Car. uvost:dU>r. «ootl goer £22 

A ii.p Peugeot (^ar. iwo-seater £35 q 

j'uoca*, Bosch 'nnLMiei'i £45 q 


New Screwcuttnig Lathe, 4in. centres £6 10 

parrar's Sidecar, quick detach joints £3 15 

Farrar's Sidecar, new wicker body £3 16 

Portland Sidecar, aOin. wheel £3 tO 

FuHord Castor Wlieel Sidecar £5 q 

Presled Accuninlators, new, 15 amp 9/$ 

Tricar Frame, suit 6 h.p. cnfiine 35/_ 

Farrar's Motor Exchange 

19, 21, 23, 25, Hopwood Lane, 

Telephone H' A ¥ .¥17 A Y 'Two mlnutei 

919. MM.j^mjM.m: JM..^%. froniG.p.04 

llieee advertisements it is desiralle to mention " The Motor Cycle." 

JXNU.4BT 18th. 1911 

Vol. 10. No. 460. Jan. 18th, 1912. 

Leaderette : The Cnt-ont Again „ 55 

STaBAMLINB BOOiBi tOK MOTOR CYCLES. Why Hot? (lUustratea) ., 66-57 

Coc^.uii.J commeHis. Ey "ixion" (itiustraied) 58 

FOOT STAKTEBS. A Review or Current Praetiet (Ulustrated) £9^3 

PeJii Control of the Brown & Kingston Gear (Illustrated) 

A Mew Method ol Repsirinj Outer Covers. The Nominal Horse-power ol Motot 

Cycles (Illustrated) j3 

Cast of Rnnninj a Motor Cycle . . ■ ,, ][ £4 

Current Chat (lllustraUd) ".'. "..'". " 65-66 

Tno New Model T.M.C. (Illustrated) .. .. .... . .' .' ",' 67-s8 

The Number of Motor Cycles Registered ... 63 

TO TriE TYROL AND BACK ON MOTOR CTCLE3. By W. Fawcett (lilustrated) 69-71 

Letter? to Ije Editor (lllnstrateJI 73-75 

Entries tor Saturday's Open Reliability TrisI ~. \\ \\ 75 

Clua Mews. Annual Dinner \\ '\ '\ 76-77 

Questions and Replies (Illustrated) " \\ " 78-79 

A Cnat with Mr. u. Collier, Sen. Sparklets (Illustrated) '. . '.', ', ' ', '. gO 

Subscription Rates : Home, 6s. 6d. ; Canada, 8s. 8d. ; Foreign, 13s. per annum. 
Agenls lor Australia : Gordon and Gotch, London, Melbourne, Sydnev, Brisbane, Perth, Hobart, 
Launceston, Wellington, Chrlstchuich, Auckland, etc. boutu Atrica : Central Xe'wsagen'cy, Ltd. 

The Cut=out Again. 

IT is now definitely known that the Local Govern- 
ment Board will prohibit the use of cut-outs on 
motor cycles and cars, and it wUl be interesting 
to see how it will set about what will be a 
most difficult task, (i.) How are the regula- 
tions to be carried out, and will their interpretation 
be left to poHce discretion? (2.) Presuming that the 
L.G.B. says no silencer shall have a cut-out, will the 
average policeman know what a cut-out is? (3.) 
If the decision as to efficiency or otherwise of a 
silencer be a question of dimensions of total cubical 
capacity, or area of exhaust outlet, or some other 
mathematical calculation, will every old and new 
machine have to be submitted to an examination be- 
fore registration? (4.) Will the authorities who now 
issue the index numbers be sufficiently expert and 
Ttnow enough about motor construction to be com- 
petent to decide? Our reply to the second and 
fourth queries is an emphatic No ! We would go 
further and say that there never was, and is not now, 
any necessity for further legislation on the question 
of silencer cut-outs. 

There is already a law on the subject which the 
authorities could have easily tested had they felt so 
disposed. We refer to the statutory prohibition 
against so using a car or motor cycle as to cause a 
nuisance. This being so, is it necessary or expedient 
to introduce fresh legislation until the present law 
has been fully tried and proved ineffectual? A fresh 
regulation will be merely an addition to our already 
complex laws- which, are not fully understood by the 
people, and are often incorrectly administered be- 
cause those whose duty it is to see they are properly 

carried out do not in many instances interpret them 

No one would reasonably contend that the judicious 
use of a cut-out was a nuisance ; therefore why not 
rely on the existing law with regard to excessive noise 
constituting an inconvenience to others, which is the 
meaning of the word nuisance, and prosecute those 
riders who by the use of a cut-out in towns and other 
places become a nuisance to those who have com- 

Another point that should not be overlooked is that 
the abolition of cut-outs will riot prevent noise, some 
engines being so designed and made that they are 
more noisy than others, whether a silencer cut-out 
be fitted or not. Of this there is no doubt whatever, 
as a variation in the sound of the exhaust can be 
made by an alteration in valve setting. 

It is announced that the Royal Automobile Club 
has been consulted in the matter by the Local Govern- 
ment Board, and has been asked to make suggestions 
for dealing with the question. Doubtless its advice 
will be largely acted upon, and we have no doubt it 
will, before communicating with the L.G.B., consult 
its sister organisation the Auto Cycle Union, as the 
recommendation should apply equally to motor cycles 
and cars. If the suggestions were to take the form 
of a reference to the present law, detailed above, 
there perhaps weuld be no necessity to go any 
further, and the prosecution of those riders who are 
sufficiently callous or negligent as to cause a nuisance 
would take the usual course. It would appear at the 
moment that neither the L.G.B. nor the R.A.C. is 
aware that the matter could be easily dealt with under 
the statutory powers. 



JANUARY i8lh, igi2. 

Streamline Bodies 


THOUGH it may seem absurd on first thoughts 
to suggest a streamline body for a motor 
c)'cle, there is no question of doubt that such 
a wind-cutting fitment would materially aid the racing 
motor cyclist on the track. Racing has of late be- 
come such- a fine art on Brooklands that new and up- 
to-date mounts are only capable of reducing by frac- 
tions of seconds the more important short distance 
records, consequently one's thoughts naturally turn to. 
exterior aids to speed. So much experimenting has 
been done with special compression ratios, valve 

Fig- I- 

timing, cam design, carburetter fakements, etc., 
that it would appear, strange that track racers have 
not turned _ their serious attention to wind cutting 
devices to envelop their body, such as we are dealing 
with, especially as the veriest novice knows how he 
must huddle himself up along the top tube to get the 
maximum speed out of his machine. Of course, the 
idea is suggested by_ prevalent racing car practice, 
and it is wonderful the big effect the streamline body 
and disc wheels have had upon the speed of even 
moderate-powered cars. - '. - 

A motor cyclist's body, no matter what contortions 
■he may perform to reduce wind resistance, is of 
irregular shape, and consequently has a considerable 
retarding effect. Air is reluctant to adapt itself to 
.sharp corners, projections, and irregular surfaces, 
and some idea of the behaviour of rushing air on a 
motor cyclist's form is shown in the plan view fig. i. 
The shaded portion at the rear indicates the region 
of a complicated series of currents and eddies which 
all absorb power, or in other words considerably 
reduce speed. If a body is so shaped that it has 
sharp corners or recesses, the fluid flows past these, 
leaving pockets, and forming what are known as sur- 
faces of discontinuity. 

The Advantages Derivable, 

It is, therefore, easy to realise that a streamline 
covering to envelop the rider's body is bound to effect 
a considerable improvement in the matter of speed, 
and once records have been made by the aid of such 
bodies, it is unlikely that a rider on a machine of 
orthodox design could recapture them. The shape 
which has been found to require the minimum power 
to drive is a long fish-like surface with the blunt end 
facing towards the direction of motion. It was found 
that when the same body was placed with the thin 
end opposed to the wind that the driving force had to 
be greatly increased. 

A fish — particularly a mackerel — has the most 
perfect streamline form in nalural life. The liodies 
of birds are a vei^ near approach. By referring to 
fig. 2 one may grasp the action of tlic air currents when 


for Motor Cycles. 

NOT ? 

moving past a body of streamline form such as would 
be used to envelop the motor cyclist. It will be 
seen from the second sketch that the outer jets of 
air curve round and flow over the sides, the greatest 
deflection taking place at the front edge. There is 
practically no loss of energy in this design due to 
surfaces of discontinuity. ■ The definition of 
" streamline -form ','.. is- -.thAt..^jyt^ is a; body_ of such 
shape that its motion through a fluid does not give 
rise to surfaces of discontinuity. In other words, at no 
point upon the body does the fluid tend to do other 
than follow the contour of the body. The nearer the 
body is to streamline form the smaller will be the sur- 
rounding volume of fluid afi'ected, whether air or water, 
and hence the smaller will be the power required to 
propel it at a given speed. 

Power Absorbed by Wind Resistance. 

Using the Eiffel Tower formula, .003AV2, which is 
generally accepted as the most reliable, 'and assuniing a 
motor cycle and rider to have a surface of 4.6 sq. ft. 
opposed to the air, "the horse-power absorbed by 
wind resistance at various speeds is as under: h.p. 


• 20 




It is. obvious from the above that the Eiffel Tower 
formula is much too liberal and totally unsuitable for 
motor cycle use. The R.A.C., realising the above 
fact, place the constant as -.0017, which would approxi- 
mately halve the powers stated above. 

Naturally the question of wind resistance is of para- 
mount importance where cars are concerned, but is 
almost negligible in the case of touring motor cycles 
at moderate speeds, which, by reason of their design, 
offer so little resistance to the air. With racing motor 
cycles the question is very different, as the power 
absorbed by wind resistance increases so enormously 
at high speeds. 

■ Numerous experiments have proved that the re- 
sistance of air to a normal plane varies as the square 
of the velocity. At very high speeds the resistance 







60 ... 



70 ... 

.. 12.625 


80 ... 

.. 18.850 


90 ... 

.: 26.681 


100 ... 

,. 34.800 

rig. 2. 

increases at a greater rate than the square of the 
\eloclty, until a maximum is reached at about the 
velocity of sound, viz., i,too feet per sec, or 750 
miles per hour. 

It has been estimated by one of our leading riders 
that almost as soon as the streamline body is tried 
on a motor cycle the speed will increase' at least 
10 m.p.h. Who will be the first to adopt this plan? 


JANUARY i8th, igi2. 

• ^^^(^ILE 



Top row — 

fl) The streamli'ie shell for track racing purposes. 
(See article on opposite page.) 

(2) The fish tail type, which might prove 
rather too warm for the engine ! 

(3) The submarine body. 

In fi»e two larger illustrations our artist has endeavoured to depict possible developments of the future on road and track 

in connection with streamline bodies. 



JANUARY i8th, 1912 


Tha E ffjclB of AboUs\i ng Cut=outs. 

It seems highly probable that noisy exhausts will 
be legally abolished within a very few months. The 
Avails so commonly heard denouncing the innovation 
on the ground that hill-climbing must suffer strike 
me as quite beside the mark. It is gratuitous to 
imagine that the ingenuity of the trade cannot cvx.ive 
a silent machine of 500 c.c. which will climb as* well 
as present-day noisy models. But should the trade 
fail in this not very arduous task, the only effect will 
be a general lowering of standard gears by a .small 
fraction. An open cut-out does not affect a greater 
improvement in climbing powers than the reduction 
of the gear from, say, 4^ to 5 to i. 

My own belief — and Brooklands experiences bear 
me out — is that within a single season exhaust clear- 
ance will be improved, with a great gain in silence, so 
that the absence of a. cut-out (if the cut-out be 
abolished) will be imperceptible. If I am too san- 
guine, the effects of a legal prohibition will be two- , 
fold — 6rst, a general lowering of gears, and, second, 
a growing popularity in more penetrating alarms than 
the ordinary hooter. 

A High Speed Passenger Reliability Trial. 

The idea of a Manx or other T.T. race for quadears 
and other forms of sociable is scarcely practicable at 
present. Design is not sufficiently stereotyped for such 
a race to fill, except on a handicap system, and the 
best handicaps would fail to satisfy the sponsors of the 
\arious designs on the market. But until such designs 
become standardised (if ever they do !), a high speed 
reliability trial on Brooklands Track Avould be wildly 

Many of these tiny chassis are the productions of 
srnall workshops, and the cash at the inventor's dis- 
posal seldom allows him to put a sample chassis 
through a Six Days' Trial. A high speed reliability 
test on Brooklands would be cheap by comparison, and 
would cater for all horse-powers and designs, besides 
providing an accurate "line" to the capabilities of 
different makes. 

To be really instructive, such a trial should continue 
through the daylight of two consecutive days, making 
up a running time of twenty-four hours in all. There 
need be no marking of the split second type, which 
is as irritating as it is useless, except in " knock-out, 
find-a-winner " events. We might simply set a 3j4 
h.p. outfit to average 30 m.p.h., a 5 h.p. to average 
35 m.p.h., and an 8 h.p. to average 40 m.p.h. for 
twenty-four hours (divided into two twelves, on con- 
secutive days), all stoppages, except for rei)lenishing 
tanks, to incur loss of marks, and the speed set to be 
a minimum, not a liming test, with no gain or loss 
for excess speed. At the finish of this trial we should 
have a fairly shrewd idea which of the numerous run- 
abouts arc reliable fr)r long distances and which 
are not. 

Winter Trials. 

The percentage of -successes in the i9ii-r2 
" Arctic Trials " shows that further advances have 
been made in reliability, though the increased nerve 
and experience of the riders account for something, 
nor can we forget that really severe w^inter weather 
might in any year reduce the number of gold_ medal- 
lists to zero. The condition of the men and the 
machines at the end of their gruelling journeys, added 
to a consideration of the polar garb donned by the 
majority, points to the need of a special winter 
" body " for the true all-weather rider. 

I think if I were a commercial traveller, using my 
machine week in and week out for business purposes 
on compulsory rides, I should fit a permanent winter 
body between November ist and March ist, to wit, 
a light aluminium torpedo, reserhbling that on the 
Roc tricycle, with a high front, and sides brought 
well back. A light detachable steel framing, with 
aluminium panels, or leather shields, w^ould serve to' 
keep two-thirds of the anatomy warm, dry, and clean. 
The best of the existing winter shields seems to me 
to consider the machine rather than the rider; and 
more complete protection for the rider should be 
attainable without a great sacrifice of weight or con- 

Handle<bar Free Engine Control and Side-slip. 

1 take a diametrically opposite view of this question 
to that urged by Mr. Wrowe in his letter of January 
4th. He thinks that the skilful manipulation of an 
"h.b.f.e." (there's a portmanteau abbreviation for you!) 
reduces the liability of sideslip. Other things being 
equal, its effect is exactly the reverse of what he states. 

To begin with, most handle-bar free engine controls 
are deficient in leverage, and their operation throws 
a distinct wrench on one end of the handle-bar, which 
spoils the easy, delicate balance maintained by two 
unencumbered hands. Further, the letting in of a 
clutch (unless the clutch be very perfect and very per- 
fectly operated) causes the rear wheel to snatch at the 
ground in a much more jerky fashion than when a 
vah'e is dropped on a flexible engine \\ith the control 
levers sensibly set. 

For these reasons 1, personally, nc\'er use my 
handle-bar free 'engine clutches when the roads are 
treacherous, but prefer to drive as if the clutch were 
non-existent. I only use a clutch on treacherous sur- 
faces when. I find it awkward to get started, e.g., on a 
slimy upgrade with nailless boots! Even under these 
circumstances the back wheel is nearly sure to skid 
in the course of taking up the drive; but a skid does 
not really matter at the very low pace implied, 
especially with the feet trailing. I should not dream 
of driving any distance in this fashion, i.e., at four or 
five nulcs an hour; first, because I might as well walk, 
and, secondly, because skids are much less probable at 
a higher s|iocrl. 

JANUARY i8th, igis. 




A Review of Current Practice 

As to whether the motor cycle, con- 
sidered,purely as a locomotive, has 
undergone any material improve- 
ment since the first month of last 
ryear there may conceivably be some little 
: 3oqbt, but there is certainly room for none 
J upon the question, "Has it become more 
■ ;; convenient and handy?" In iliis connec- 
; tion it is perhaps not going too far to say 
' that the general and rapidly growing use 
of some form or other of easy starting 
mechanism is a step forward of such mag- 
nitude as to be worthy of classification 
with the introduction of variable gears, 
magnetos, and spray carburetters. The 
, addition of a very simple device has 
already robbed the critics of the motor 
-. cycle of one of their most powerful argu- 
ments. Until lately they have been right 
in declaring that the avt-rage two-wheeler 
' was a machine fit only for men of 
vigour and activity; now, however, they 
must admit that it can be mounted and 
- ridden with practically no serious effort 
■ whatever. This, it need hardly be said, is 
■_a tact of the utmost value to the industry, 
: for it means that the ranks of motor 
cyclists .will be swelled in the immediate 
future by many who have until lately 
justly regarded the motor cycle as some- 
" thing entirely beyond their physical 
powers. In a few words, the foot-starter 
lias made the motor cycle a practical 
vehicle for ladies and men of some years; 
at the same time it ha« proved an ailded 
comfort to those who were motor cyclists 

Will Foot=starters become 
Universal ? 

There were- few firms of any note 
amongst the first flight who Hid not have 
at Dlympiii al Inasl one model fitted vvitfi 
a kick-.^larting apparatus, and I que.ftion 
whether any general tendency was ever so 
wekonie to all and sundry. It is true 
that one big. but consei'vative, manu- 
facturer advanced the (ipini<m. as an excuse 
"" ,for retaining it, that the run-and-jump-bn- 

"ares," but in order to rope in the " might- 

This much, however, is at least certain. 
No one who has ever used a toot-starter 
would willirgly start by any other means. 
In getting a start up hill it is a para- 
mount necessity, in trafiic it is a perfect 
blessing, and at all times it is most emi- 
nently desirable. When it comes to side- 
car work its value is even better demon- 
strated, for who can deny that even the 
strongest of us find the pushing of a 
heavily loaded sidecar combination a very 
big physical effort against the smallest 
gradient; indeed, even in my own small 
circle of acquaintances there are three 
people who have either temporarily or 
permanently denounced the sidecar for tliis 
reason alone. 

Faults in Design. 

Turning to the examples of foot-starters 
at the Show, exclusive of those used with 
ordinary pedalling gear. These, whilst being 
upon a single pi*nciple, exhibited a variety 
in application, yet nearly all were open to 
much the same common criticism, viz., 
that, if anytliing, they were, for the most 
part, upon the right side, and that in only 
very few cases was there any sign that the 
mechanism was eventually intended to be 
covered in. Another objection is that with 
the larger engines sufficient precaution was 
not taken against backfires. It is all very 
well to say that if large car engines can be 
started by hand as easily as they are there 
should be' no * ditficulty about starting 
emaller motors by foot, but the conditions 
are by no means' the same. First of all, 
witii practically all the foot-starters ' that 
have yet aj'peared the starting pedal is 
geared up tO(Crankshaft. in order to get at 
least a complete revolution of the latter 
with half a revolution, or one thrust down- 
wards of the former. The result of a back- 
fire is, therefore, proportionately exagger- 
ated. Nest, car engines have big fly- 
wheels, which enable them to be " swung " 

Scott— the original kick-starter. 

mount was, under all the circumstances, 
the best possible, the easiest, the quickest, 
and the most reliable, and that nothing 
better was wanted by the average motor 
cyclist ; but this, at best, is a prejudiced 
view — the view of a man who fails to 
realise that development is made not so 
much to benefit, the " has beens " and the 

over compression, whereas the smaller 
motor cycle engine must be forcibly pushed 
over compression. 

To overcome this difficulty with the 
bigger sizes of engines- one of two things 
is necessary, either some form of half- 
compression device must be employed, or 
the starting pedal must_ be arranged to 

throw itself out automatically with a 
differential clutch arrangement. The 
former device is adopted on the Scott and 
the latter on the Indian. 

Before describing the various mecha- _ 
nisras in detail, one point deserves 
mention, namely, that it must not be 
supposed that the mere use of a foot 
starter gets rid ot all starting troubles. 
It requires some address and knack in its 
operation to be entirely successful, other- 
wise it is likely to cost as much effort 
as a push start. For this reason it is 
ot the greatest importance that it should 
be placed in • such a position that the 
maximum purchase can be obtained upon 
it, for if not it is likely to be more 
trouble than it is worth. As to which 
is the better side for it, that is a matter of 
taste, but considering that the majority of 
sidecars are fitted on the left, there is a 
good case for the right side. 

Fig. 2. — Scott ratchet on clutch drum. 

A Prototype. 

The Scott mechanism is shown in figs. 
1 and 2. Needless to say it is dealt 
with first, as Mr. Scott was without 
doubt the originator of the kick-starting 
gear for motor cycles. With patent rights 
I am not particularly concerned, but I 
imagine that whether any ot them were 
infringements or not upon it, Mr. Scott 
must have been gratified to find his 
original idea so manifestly vindicated at 

As .'shown, in fig. 1 it consists of a bell- 
cranked foot lever supported in a 
bracket attached to the chain stay close 
beside the back hub. The lever 
starts the engine by driving the two- 
speed counter-shaft through a free-wheel 
clutch. The chain sprocket for tliis pur- 
pose is provided with an internal spiral 
spring for rewinding the chain about 
itself, whilst the bell-cranked lever is 
returned by a separate spring. This bell- 
cranked lever was formerly carried as a 
sleeve- on an extens'on ot the back hub. 
It has now been plat d as shown in order 



Fig 3. — Rudge pedal starter. 

to avoid the necessity of adjusting the 
starting chain when adjusting the rear- 
wheel driving chain. This adjustment is, 
bowever, necessary when the engine 
chains are tightened. 

The position of the pedal is excellent 
in every way, as it allows of a strong 
backward and downward kick— 7 the 
direction in which the greatest strength 
can b-6 exerted — and it is also out of the 

get a start with the exhaust lifted and 
drop th« latter as soon as a reasonable 
speed of rotation is reached. The same 
tiling applies to several of the other start- 
ing gears, but it is not, in my opinion, 
so good a precaution against backfires 
as a half compression device, for the 
reason that a tolerably fuU cylinder of 
rich mixture must be used to make sure 
of an explosion, and in these circuin- 
stances there is some possibility of a 
•backfire following any carelessness in 
handlinj. Further it must be borne in 
mind that the higher the gear ratio 
employed the more vigorous must . the 
kick be, as continuous rotation such as 
one gets when pedalling the engines round 
is not possible. 

Details of the Eudge clutch mechanism, 
%vhich is highly ingenious and effective, 
are shown in fig. 4, the parts being 
placed in their correct assembling order, 
but extended. A is the tapered and 
rough-fluted end of the timing wheel 
spindle, C having an internal taper of 
the same -degree but smooth. B is. the 
bearing carried in the wall of the timing 
gear case, the slot in its larger diameter 
serving to anchor the up-turned end of 
a small brake spring which runs in a 
groove of C. The last named is pro- 
vided with a ouick-thread drum which 
is engaged with a similar quick-thread 

Fig. *.— Details of Radge clutch starling device. 

Fig. 2 shows a detail of the counter- 
shaft, namely, the free-engine clutch, the 
driven ratchet being apjplied to the high- 
gear clutch drum which is geared down 
to the engine about 1^ to 1. The clutch 
runs loosely as a sleeve upon the counter- 
ehaft spindle, the bracket of which 
carries a finger which bupports the 
inner end of the spring. This is of the 
"clock" type, but it is pulled outwards 
axially so ■ that it exercises a side 
thrust upon the clutch as well as." a 
rotating moment. Inside the free-wheel 
sleeve the spindle carries a cam, which, 
when the starter is out of action, brings 
the two ratchets entirely clear of one 
another, so that there is neither noise nor 
wear. The compression release used 
with the starter consists of a small mush- 
room valve in each cylinder at what is 
practically the bottom of the .stroke. 

An Ingenious Starting Clutch. 

The Kudge foot starter, although 
employing the same principle, is carried 
out in an entirely different manner, 
thp pedal bsing attached to a large 
chain sprocket which is carried at 
the bottom brai'kel and drives the engine 
through a small sprocket mounted upon 
an extension of the intermediate timing 
pinion spindle. 'J'he geai' between the 
sprocket and the engine is thi.„ about 
6 to 1 — a nilio sntriuient to give throe 
complete revolutions of the crankshaft fur 
one push down. There is thus time to 


nut cut internally in D, which is the 
driven sprocket. E is simply a dust cap. 
The operation of the mechanism is as 
follows : 

C being inside D and having a left- 
hand thread, clockwise rotation of D 
tends to force C to the left as its rotation 
is resisted by the brafve spring above 
mentioned. This cause.s it to be forced 
on to the taper of A, which it 
immediately grips and drives, the frictiofi 
of the eiigine only serving to lock it 
tighter. Directly the engine fires C 
commences to rotate, and if D be held 
stationary (the foot being at the time 
upon the starting crank), C screws itself 
into D and thus disengages the cone, 
clutch, after which the mechanism is 
quite free of the engine, none of the 
parts rotating at all. The sprocket D 
takes a bearing upon the larger diameter 
of B. 

The Prevention of Damage by 
Bachf re. 

A device which is in some ways rather 
Bimilar to that of the Rudge is employed 
in the Indian foot starter. This is placed 
m frunt of the engine from the left-hand 
side — a position wliich, from the leverage 
point of view, might be possibly bettered, 
although the starting pedal itself is well 
out of the way. This pedal is connected 
up to the large chain sprocket with a double 
Bet oi clutches — the arrangement of which 
I am unlortunately noti* permitted to 

JANUARY' i8th, 1912. 

describe in detail — which in the event of 
a backfire occurring throw the crank free 
of the sprocket altogether. In other 
words the crank can drive the sprocket 
but the sprocket cannot drive the crank. 
The contrivance is very cleverly designed, 
though it did not appear to me to be any 
too strong for so large an engine. The 
crank case, it will be noted, carries a fibre- 
headed stop, against which the pedal is 
returned by an internal spring. 

Figs. 5 and 6.— Indian. 

The method of clutching up to the 
engine-shaft is simple and effective. The 
principle is similar to that of the Eudge, 
except that, instead of a quick-thread 
drum, a ■'*tram-way " is employed. This 
is illustrated in fig. 6. The small chain 
sprocket — the chain is for some reason 
a block one of one inch pitch, and, thiftre- 
fore, rather clumsy looking — is supported 
by an extension of the crankshaft ■•and 
also by a bush carried by the driving 
chain case. In this outer bush is a spring 
ball-headed plunger which runs into the 
semicircular tramway grooves . of the 
sprocket sleeve. In the normal or 
"out" pcsition of the sprocket the 
plunger is in the right-hand line of 
the tramway, but upon the sprocket be- 
ing rotated- clockwise the plunger, runs 
into the cross-over tramline, which, is cut 
much deeper than the other and so propels 
the clutch sleeve sideways, into engage- 
ment. When the engine fires, the 
ratchets force one another apart, with the 

Fig. 7.— P. and M. 

result that the plunger jumps from its 
tramline across the track into the right- 
hand one again, being helped in this 
action by the cross-over line into which 
it is brought upon the, release of the 
pedal. The pedal stop is' so arranged that 


JANUARY i8th, igi2. 

Foot-starters. — 

the tramway comes into action immedi- 
atelj .ressure is applied by the toot. 

Whe!i 'he engine is running all the 
part* of the starting gear are free. 

A Simple Starter. 

One of the simplest forms of starter is 
the P. and it., a sketch illustrating the 
general arrangement of which is giTen in 
fig. 7. 

Fixed immediately underneath and 
behind the crank chamber is a bracket 
which carries a semi-circular drum, to each 
end of wliich is anchored a shoi't length 
of chain which passes over a small sprocket 
runing loosely on the crankshaft, which is 
slightly extended for this purpose. . This 
sprocket has a free-wheel at the side of the 
sleeve, of which it forms a part, the teeth 
of this being considerably undercut, so 

Fig. 8.— Bradbury. 

that when driving the engine the teeth of 
the sprocket ratchet force themselves into 
engagement. Normally they are lield ovit 
of engagement by a small spiral spring. 
■ The pedal crank of the chain drum is, how- 
ever, arranged so that when it is out of 
use it lies a litt'e above and beside the 
sprocket, opposite which is fitted a U- 
shaped spring blade, which, as the pedal 
is iorced downwards, presses against the 
end of the sprocket and forces the teeth of 
tlie ratchet into engagement. When the 
ergine has started these teeth cannot, of 
course, engage, so that on its return stroke 

Fig. 9. — James. 

the pedal passes freely by ilie sprocket, 
and when back to its " home " position 
everytliing runs clear and free 

The commonest place- for the foot- 
starter is to be mounted upon the counter- 
shatt gear box, examples of which are 
to be found in the Bradbury, James, 
Douglas, Clyno, and Calthorpe machines, 
and also in the Bowden counter-shaft gear 
box, which has already beeii'f uUy described 
in The Motor Cyde. 


Fig. 10.— A.J.s. A 
casin? (not sliown) 
encloses ail tlie me- 

Fig. 8 illustrates the Bradbury device. 
In this case the primary gearshaft is 
extended through the non-'drivirg side of 
the gear box, and supports a loose gear 
pinion, on the side of the boss of wliijh is an 
undercut ratchet engaging with a similar 
one fixed to the gearshaft. A small spring 
serves to throw them into action when the 
gear pinion is rotated by the starting 
pedal, which is attached to and forms 

Fig. 11.— Clyno. 

part of a semi-circular rack, supported by a 
special bracket cast on to the gear box. 
Tlie pedal is operated by a downward 
and backward kick, and returned to it.s 
normal position by a spiral spring. 

Fig. 12.— Douglas. 


Enclosed* Gearing. 

The James starting mechanism is shown 
in fig. 9. Here the side of the gear case is 
prolonged downwards to form a housing 
for an enclosed driving pinion, and an 
intermediate pinion meshing with a 
pinion carried on the end of the primary 
gearshaft (which is also the clutcbshaft). 
The driving pin is connected to the pedal; 
shaft by an ordinary circumferential 
free-wheel, the crank being returned by a 
spring. The ratio between the pedal 
pinion and the engine is about 3 to 1. It 
will be noticed that the pad of the pedal is 
furnished with pendulum weights to keep 
it always floating in the right position for 
the foot. It need hardly be said that the 
James starter is worthy of the greatest 
praise for one fact above all others, namely, 
that it is one of the only two which are 
adequately protected both from rain and 

Fig. 13.— Bowden. 

mud, and also from the liability of 
manglirg overalls and bootlaces. In start- 
ing the James a forward kick is used. 

The other protected one is the A.J.S. 
(fig. 10), which also applies to the chain- 
driven counter-shaft, which carries on its 
extreme outside a gear pinion engaged 
with an ordinary free wheel. This pinioi 
is driven by a ratchet sector, carried by : 


cross sliaft, which passes as it were 
through the bottom bracket of the frame 
and supports a spring loaded pedal on the 
right-hand side. This is operated with 
a downward and backward kick. The 
driving pinions of the above are cortained 
within the counter-shaft chain case. 



Foot-starters. — 

The Clyno arrangement is shown in 
fig. 11, and is applied to the chain- 
driven bottom bracket counter-shaft. 
This carries a gear pinion, beside which 
is a ratchet with slightly under-cut teeth. 
The starting pedal, which is to be 
pressed backwards and downwards, is 
fixed to a semi-circular rack, which is 
quite clear of the pinion when the engine 
has started and the pedal has been re- 
turned by its spring. It is carried in an 
eccentrically mounted bush, thus pro- 
viding an adjustment for the gear when 
the counter-shaft chain has to be 
tightened. To make this bracket as 
strong as possible, it is further supported 
by an outside stay from the frame. 

Fig. 12 illustrates the Douglas device, 
which after the previous explanations is 
sufficiently obvious. The pedal, to which 
is attached a' crank and rack, is 
kicked backwards (the step appears to be 
rather on the small fide), and drives a 
ratchet pinion on the primary gearshaft. 
The pi .lion and rack are completely free 
of one another when the engine is 


JANUARY i8th, igi2. 


-L.M.C. footboard starting device. 

Exactly the same description applies 
to the Bowden (fig. 13) and the Cal- 
thorpe (fig. 14). In the former, the 
pedal rack springs clear out of engage- 
ment with the covered-in pinion on the 
engine-shaft, and in ord&r to make re- 
engagement the less harsh is furnished 
with a spring tooth, whereas in the 
latter the rack and pinion are always in 

Another Method. 

The L.M.C. foot-starter is more a 
method of using footboards instead of 

pedals than anything else, though in its 
way it is extremely effective, although, 
of course, unless a special hub be fitted 
it rezjuires the back wheel to be jacked 
up clear of the ground. - 

The drawing (fig. 15) makes its con- 
struction easy to understand. The left 
footboard is hinged in front, and drives 
an ordinary sprocket wheel through a 
crank, by means of a metal roller run- 
ning between guides. It is obvious from 
the construction that a very large leverage 
is obtained. — W.G.A. 



This gear, the mechanism of which 
was illustrated and described in our issue 
of October 26tli, page 1128, has recently 
had embodied in its design ap ingenious 
and simple form of control. In this 
gear there are two ■ clutches, one 
,a band brake for holding a portion 
of the epicyclic gearing stationary (and 
so being in effect a low gear clutch), 
whilst the other is a metal-to-metal clutch 
which i.'i used solely for the high gear. 
These clutches are separately worked— 
one on one side of the hub, and the other 
on the other. It is, therefore, not an 
easy matter to devise a simple form of 
S'ingle pedal control to operate the two 
movements at one time. However, the 
designers have overcome all difficulties, 
and have devised a neat contrivance 
which accomplishes the end. 

The rod proceeding from the shorter 
arm of the bell crank is shown as A in 
the second sketch, and is connected to a 
lever, which is provided with a trip 
catch, and which, as will be shown, can be 

Operatin? pedal of the Brown & Hinsston gear. 

The first sketch shows the .single [icdal 
control, provided with a ratchet catch 
working over a quadrant lixed to the 
-ootrsst rod, and partially held in position 
by the silencer bracket. It will be uuder- 
»tood, of course, that this (jiiadrant ';an 
be adapl'd to meet the requirements of 
any rna<'hine. 

B. & H. two-speei gear operatin; rods. 

used to operate either the rods B or C, the 
former being for the low gear clutch, and 
the latter for the high gear clutch. Ihese 
levers, are pivoted on rods which pass 
through a hollow box, a section of which 
is given in the third sketch. The trip 
lever D is connected to the disc E, whilst 
the lever C is in one with the disc F. 
'J'hese discs are, not connected to one 
another, except as in the manner to be 
described, and are quite free to revolve 
with the levers. The lever H, which 
carries the rod B, hangs free on the 
.sliaft whicli connects the lever D to the 
disc E. The disc E has a conical do- 
]jression in it opposite' to a hole drilled 
through the disc F, and these two discs 
arc held together by a ball which is 
placed between them, as shown, and is 
prevented from coming out of engagement 
by the left-hand wall of the box. 

The normal position is '- the direct 
driven, high ^peod to ,,■ engaged, this 
being accomplished by a spring inside 
the hub: 'J'he lirst movement of the 
gear |Hil,iI obtains free engine by the 

following means. The lever D is locked 
to the crank of the rod C by means of the ' 
two discs and the ball, and accordingly 
when the gear is in high-speed position 
pressure on the pedal puts the gear into 
free engine, the lever C withdrawing the 
high gear clutch. 

The next movement of the pedal is, of 
course, to engage the low gear, but it is 
necessary in this connection to ensure 
that the high gear clutch is held out of 
engagement. When, in obtaining free 
engine, the gear pedal _ is moved to a 
certain point, the hole in the disc F con- 
taining" the ball comes opposite a conical 
depression in the left-hand wall of the 
box, and since the pedal is applying pres- 
sure to the lever D, the result is that 
the ball is forced sideways by the sloping 
sides of the depression in the disc E, and 
in doing so locks the disc F to the wall 
of the box. This prevents the rod C 
moving, and the high gear clutch is 
accordingly held out of engagement. In 
the meantime, the ball having left the 
depression in the disc E, the lever D is 
free to continue its movement, which it 
does when the control pedal is pressed 
further forward beyond free engine posi- 

Ecction of gear striking device. 

tion. In these circumstances the trip 
lever D engages with the loose crank H, 
am, operates the low gear brake drum 
through the lever D. In (lassmg from 
low to liigh gear the operations are, of 
course; exactly reversed.- 

January i8th, 1912. 


Advertisements. 2 



in immunity from SIDESLIPS and PUNCTURES. 


(I) For lightweight machines. \II) For touring machines, and (III) For madiincs used with sidecar attaclniient. 


The Continental Tyre & Rubber Co. L^J Ltd., "'•^"'"•'^ '""'^"' ^""^'^ 

Telephone: 4340 Kensington (12 lines). 

Kensington. S.W. 

Tel. Address " Pneumique, London. 

/ji nnsii-crinq this adverliicmaii it is desirable to mrni^ 

■■ Th, \l,.i,„ Crii 

£4 Advertisements. 


January i»th, 1912. i 

Vcni ! 


4 Rovers entered. 
4 Rovers non-stop. 
4 Rovers gain 
4 Gold Medals. 

Write for Catalogues, free. 

The ROVER Co., Ltd., Coventry. 

/ )( a /i.irtii iia t/iis (i(h:(rli.siiin:iU it -L-i dtisiVuhtt to intiUto/i "^ 'I'/it Alafor Cijile-^ 

JANUARY iSth, igi2, 



A New Method of Repairing Outer Covers. 

WHAT is claimed to be a certain and permanent 
method of repairing small holes and bursts 
in tyre covers has been introduced by Brown 
jrothers, Ltd. The Sampson plug or clamp, which 
a.s the invention 
a Canadian of 
lat name, has 
been in use for 
some years in 
the United 
States and 
Canada, and al- 
though the idea 
of clamping cuts 

and bursts in covers was ridiculed when it was first 
introduced, over. 200,000 per .month are now being 
used, which is a proof of efficiency. The clamp holds 

The Sampson pluj tor repairing tyre cuts. 

the edges of a cut together and covers small holes. 
The device consists of a plug varying in size accord- 
ing to the extent of the cut or hole which is to be 
repaired. The plug has attached to the centre of it a 
screwed wire which is bent to form a lever by which it 
can be turned. Screwed on the wire is a metal washer 
coated with rubber. To fit the plug the washer is 
unscrewed and the wire inserted through the hole or 
burst from the inside of the cover.; the w-asher is then 
screwed down the wire to the outer surface of the cover 
and can be tightened down on to the rubber by turning 
the Avire to the left, until the washer is embedded in 
the tread. The wire is then broken off by nicking it 
close to the washer with a file and bending it back- 
wards. In the case of long cuts two or more of the 
plugs may be used at intervals. The device may be 
seen at r5, Newman Street, Oxford Street, W 


The Nominal Horse-power of Motor Cycles. 

SURELY it is time that we cease to call the popular 
single-cylinder machine of the day 5/4 h.p. It 
has been 3J2 h.p. for some years now — in fact, 
ever since it was a baby — and has been getting larger 
and stronger ever since. This being so, it is time it 
went into knickers, as it were, for it is a baby no 
longer. Why not- call it by its cubic capacity, or 
divide the different sizes as they do at Brooklands, 
calling one a Class A motor cycle and another Class 
C ? This would he much better than lumping machines 
of varied capacity together under the not even approxi- 
mate title of 3J2 h.p. The most popular size is 
probably 85 x 88 mm. The horse-power of this size 
is variously given as follows : 

• The calculations are made in centimetres reckoning 
2,000 revolutions per minute, except in the S.M.M.T. 
and Lanchester formula, where the inch is the unit. 

R.A.C. ^^^ 

cycle having an engine 75 mm. bore by 80 mm. stroke, 
353 c.c Now if this engine could develop 3 h.p. in 
1905, and it most certainly did, what can be said of a 
modern engine of 200 c.c. more which only develops 
S% h.p.? Of course, we all know that it is far more 
powerful than that, therefore, as Ko Ko once 
remarked, "Why not say so?" One well known 
engine is said to give_ 7 h.p. on the brake, and I can 
well believe it, judging from its performance on road 
and track. This engine is the popular 499 c.c. size, 
and it gi\es this power in touring trim. When specially 
tuned up, I should be rather afraid to say what it does 
give even if I produce " corroborative detail to give 
verisimilitude to a bald and unconvincing narrative.' 


Dendy JIarsliall 



SN revs. 
75,000 *'■ " 


S.M.M.T. .197 D (D — 1) N (R -I- 2) R = -^ 
Rude .005 D=SN 

Coventi-y and Warwicksliir( 

T 1 , -SD^N 


MP n=v..N 











It may be inconvenient for makers to test their 
engines on the brake and gi\-e us the b.h.p. in their 
catalogues, a consummation devoutly to be wished, 
but I contend that every maker can and does make 
an engine which,, in the usual motor cycle sizes, is 
capable of giving i h.p. for every loo c.c. capacity, 
and that in ordinary touring trim. What these engines 
are capable of when specially tuned up and adjusted 
to give their utmost power for limited periods is little 
, short of marvellous, and can be arrived at by simple 
^calculations. Some vears ago I rode a 3 h.p. motor 

Mrs. K. B. Willetf, of Bexhill, an enthusiiifc rijer of a Motosacoci.e, 
which she uses winter and summer alike. 



JANUARY iSlli, igi2. 

Cost of Running a Motor Cycle. 

A Selection of Replies to a Reader's Query 

Sir,— The following may be of interest from the fact 
that it includes the running of an ordinary push-cycle 
attached to a motor cycle : 
Capital outlay — 

Second-hand 3^ h.p motor cycle and driver's 
licence £28 15 

Lady s ordinary second-hand bicycle 7 







4 = 

.02 per mile 

Oil, lubricating, 7 qts. 


6 = 

.0/ ., 

Petrol, 23 galls 1 


5 = 

•18 „ 

General repairs, tax, and 

proportion of cost of one 

sjit ot overalls 3 



Tyres : Retreading one 

cover and proportion of 

new one 1 



•17 „ 

Belt, proportion of new one 



•C4 „ 

Lady's cycle (ridden 1,000 miles) : 
Proportion of new cover, repairs, 
ind coupler 

Total running expenses . 

22% depreciation on motor only., 
Lady's machine too old. 

Total cost for season's running 






£6 8 3 

1 10 

£7 18 3 


£13 18 3 

Miles run: Motor cycle, 1.8C0; lady's cycle coupled, 1,000. 
Consumption : Petrel = 78 m.p.g. ; oil = 1,040 m.p.g. 


Sir, — The letters from readers appearing in Th^ 
Motor Cycle on cost of running a motor cycle are very 
interesting though divergent in l.he various estimates, yet 
there is one noticeable feature in them all. None of the 
writers refer to the train fares that they save by this means 
of travel. Surely before entering the arena of motor 
cycling, the writers wouH have to travel by train, hence 
though their estimates of cost of running may be correct, 
are they not to allow some credit for what has previously 
been spent on train farss ? CM. 

Sir, — As I have s^en weeVly in your most excellent paper 
vario'is oninions as to the runrirg orst of a motor cycle, n'ay 
I be allowed to give mine? My machine is a 1910-11 Poiiglas. 
I havp run last yenr 4,972 miles at a cost of £17 63. fd. 
My chief trouble d'iring th^t n=riod was tyres. The ones 
fitted to the machines originally are now renlaced by a 
Michelin on front and Pa'mer cord on back. Both tvres ai'e 
per'ect ard will rnn all this year; also I have had two tubes 
which sho'ild rot have been nece.'isary. My cluef trouble was 
leaVi- g b'ltt-et'ds. Kever again butt-ends for me, I have n'so in- 
cluded £6 for denreciation. P>epairs to tlie engine are ril, ard 
the expenses under this ,liead are two inlet a"d exhaust valve 
Rnri""' ■•''^T a tin of grinding powder and getting valves trued 
up on lathe. 

Mileage run, 4,972. £ ;;. d. 

Tvros and tubes ... 3 8 8 

Fngine ... 3 4 

• Two belts and fasteners 1 10 11 

Petrol and oil ... 3 1 1 

Kxtras 16 

Rurdries 1 15 

Depreciation 6 

Licences 16 9 


£17 6 6 

Cost per mile = .836d. 

I see in the issue of December 28th "A.P.W." can only 
manage 1.42d. per mile for a greater niiloritre l''aii i^i-p. 


See also pages 1197, 1247, I3'i8a, 1357, 1380. 
1422 (1911), 5 (1912). 

Sir, — Seeing that several readers of your valuable journal 
send the running costs of their motor cycles, I would be 
pleased if you could include mine. The machine is a 1910 
F.N. 2i h.p, two-speed shaft-drive, I am middle aged 
(about fifty), and my average speed is about twenty miles 
per hour with an occasional burst on open roads up to thirty- 
nve miles ptr hour. My expenses for tyres are rather heavy, 
iis I have only just fitted new ones at an outlay of £3, and 
only used th-e machine eighty miles since. 

Cost of running, a 2\ .h,p, two-speed shaft-drive F.N. 
4,926 miles, thirty-six gallons of petrol (140 m.p.g,), five 
gallons of lubricating oil — 

Tyres, new last month ...£3 2 

Licences ... ... ... ... ... 1 5 

Engine, frame, and fittings 2 6 9 

Plug ... _ 3 6 

Petrol and lubricating oil 3 3 4 

Extras, new lamp, cyclometer, overalls, etc. 2 13 9 

. Total expense £12 14 4 

Approximate cost, -^d. per mile. A POITERlSiR. 

£7 5 11 

4 14 


7 2 


1 11 


7 15 


6 18 10 


Sir, — The following statement of running expenses of 
1910 (July) P. and i\I. during 1911 may be of interest : 
clothing, taxes, and insurance 
Equipment (head light, parts, etc.) 
*Tyres, tubes, and repair outfit ... 

Oils, carbide, and chain grease 

Repairs and renewals 

Petrol , 

Depreciation, say ... ' 

£45 8 4 
*Both the covers on the bicycle are practically new, and 
will run on well into 1912, but I have counted the whole 
cost of them in this statement. 

From January 1st to December 31st the machine ran 
7,355 miles solo and 1,946 miles with a sidecar, majting a 
total mileage of 9,311, Therefore the total cost works out 
at under lid. per mle, which, I think, is very good. 

The petrol expenditure is unduly high, owing to twenty- 
six "centuries" run "on the Continong," where, as you 
know, " essence " is from double to treble the price it is in 
England. SKY PILOT. 

Sir, — Herewith I beg to send you particulars of cost of 
running a 5-5 h.p, four-cylirder F.N, (494 cc,) with sidecar; 
weight with passeneers about 7C0 lbs. 
Mileage (period, May 19th to December 31st, 1911) — 

100 miles (approx,) - 
2.7.0 „ 

Solo (single gear) 

With sidecar (single gear) ... 

With sidecar (two-speed gear) 


Total as per cyclometer 3,300 ,, 

Petrol consumption = 66 miles per gallon. 
Capital account — 

Motor bicycle ... ... ■ 

S'decar complete 

Two-speed gear 

Mrtor house (lOFt. x7ft. x6ft.) 

Extras on machine .... 

Total ... 

A summary of my expenses is as follows: 

Tyres and tubes ... 
Poti-nl .._. ... 

Engine and ignition 



Total ...£24 4 6 Tolal per mile 1.7c6 

With regard to the depreciation costs, since these 
nuichinoS wear po will, I consider ' tlmt 20s, per 1,000 miles 
is nniplo, if not loo much, ■ FRITZ C, SCMQVE, 

£5 7 

4 5 




2 1 


3 7 


1 15 


5 16 

£52 10 

8 7 


10 10 


5 17 

£86 4 



) miles 

= .4 9 

= .,'11 

= .041 

= .VX 


- .244 





JANUARY i8th, igis. 


33C0CO0CCOP030000aCX)O0000000CO |f/ / J^^ 


January 18 
„ 20 
„ 22 
„ 24 



5.20 p.m. 
5.24 „ 
5.27 ,, 
5.30 „ 

North-west London-Gloucester Run. 

The machine ridden by J. Beal in- the 
above twelve hours' trial was a 3 h.p. 
twin-cylinder N.S.U. fitted with the 
firm's two-speed gear. 

- A. V. Ueacock, who won a silver 
cup in the London-C41oucester Run, was 
mounted on a N.L.G. 

Auto Cycle Union. 

A lantern lecture, entitled " Speed and 
Power," will be given on the 1st prox.,- 
at 8 p.m., at the R.A.C. Associates' 
Room, 89, Pall Mall, S.W. The secretary 
of the A.C.U. will be pleased to send 
any reader a ticket of admission. 

French Reliability Trial. 

Our French contemporary L'Auto^ 
which is always to the fore in organising 
.motor car, pedal cycle, and athletic 
events, will organise a big motor cycle 
trial this year, the date of which is not 
yet decided. 

Beach Racing in Yorkshire. 

\ Motor cycle races have been suggested 
on the fine stretch of sands at Saltburn-by- 
the-bea (Yorks). The Yorkshire A. C. holds 
speed trials there every year lor cars, and 
high speeds are attained. The 200 h.p. 
Darracq is credited with 121 m.p.h. ever a 
measured kilometre. In addition, going 
to and from the sands, there is a sporting 
. bill with S bends which would make a 
'good test hill if it was decided to Tun a 
speed trial and a climb together without 
change of gear. Secretaries of adjacent 
clubs and others who are interested should 
write Mr. J. H. Baiiies, Mayhouse, Salt- 
burn, who will be pleased to assist or pro- 
vide further particulars. 

Hotel Keepers and Motor CycUsts. 

Durmg the hot weather last summer, 
two motor cychsts entered an hotel, which 
held the A. A. and M.U; appointment. 
The travellers we.-e dusty and travel- 
stained, and on their asking to be 
served with tea, the proprietor told them 
they were too dirty to be served, although 
one of the motor cyclists mentioned that 
they intended to- remove iheir overalls 
before entering the coffee room or sitting 
down to their meal. The motor cyclists 
naturally resented the tone used towards 
them, and the landlord then insulted 
them, and forcibly ejecied one of them 
from the house. The one who was 
ejected could ha-e probably summoned 
the proprietor for assault. However, 
the matter was reported to the A. A. and 
M.U., who took it up strongly with the 
proprietor of the hotel, and after the 
report had been gone into by the A. A. 
and M.U Committee, it was decided to 
cancel the appointment. The A.A. and 
M.U. are to be congratulated for taking 
up the matter successfully. 


?(T>(E^O^^^ <i& 


\\ rjty yxrXr xrxyc'XK^y^rKr^'^KJOcocKr'r^^^ 


A Novel riuggesdon. 



The T.T. in America. 

The British Tourist Trophy, won by 0. 
C. Godfrey, was exhibited on the Hendee 
Manufacturing Co.'s stand at the New 
York Show, which closed last Friday. It 
is being transported to the Chicago Show. 

Silver Medal Winners in the Exeter Run. 

The winners of silver medals in the 
M.C.C. London-Exeter and back run are: 
S. Browne (3^ h.p. James sc), A. Mabon 
(3^ h.p. Rudge sc), S. Sawer (3^ h.p. 
Premier), and P. Thomas (7 h.p. G.O.K. sc). 

A New Form of Winter Sport. 

The latest invention in the form of 
winter sports is the " Bicycle Luge," 
of wliich we give an illustration on this 
page. A Swiss reader, in sending us 
the photograph, says : " The speed up 
to which it will travel is 60 to 70 
m.p.h. oil a good run. The steering is 
the same as an ordinary cycle, and 
corners may be ,taken with ease. Brakes 
are not necessary, as one can stop easily 
by dropping both feet to the ground. 
The rider's feet are supported by a 
crossbar, extending right and left of the 
frame. It is steadily gaining favour 
amongst the English people in Switzer- 

The " Bicycle Luge," which has a diamond frame 
of wood. 

This Year's T.T. Race. 

ihe French daily sporting press is 
enthusiastic over the idea of running the 
Tourist Trophy Race in France this year, 
and urges French manufacturers to pre- 
pare themselves in the event of the race 
■ takir,g place there. 
Dieppe or Douglas. 

We hear that with about two exce|i- 
tions the whole of the members of the 
Manufacturers' Union have signed the 
bond not to compete in a T.T. race in 
the Isle of Man. It would therefore 
appear that even if the A.C.U. obtain pei- 
missiou to hold the race in the Isle of 
Man it will have little or no trade 
support. The signing of the bond does 
not prevent makers taking part in a 
similar race if it be held elsewhere, say 
in Fran"€. Vive la France! It looks as 
though we shall have to polish up our 
French for this events 
Tour on the Contiaent. 

An interesting lecture was given on the 
9th inst. by Mr. H. Meyer, the editor of 
De Kampioen, a Dutch motor cycle 
journal. The subject was a recent tour 
taken by the lecturer and Mr. W. W. 
Douglas, which, starting from Arnheiiu 
on October 3rd, extended through Ger- 
many, Switzerland, and Italy, as far as 
Bologna. The Alps were crossed several 
times by the St. Gothard, Simplon, Mont, 
Cenis, and Teuda passes. On the return; 
journey the coast was followed to Mar- 
seilles, from which place Paris was reached 
in two days. The machines used were 
2| h.p. two-speed Douglases. 

Brooklands and the Six Days' Trials. 

IMessrs. the Stewart-Precision Carburetter 
Co. have read with interest our suggestion 
regarding the finish of the Six Days' 
Trials at Brooklands, and noticing the 
chief objection of the Auto Cycle Union to 
the scheme, namely, that of expense, they 
have generously offered to guarantee the 
Union against any loss resulting from the 
engagement of the track. We think it 
would be impossible for any firm to have 
come forward with a more generous and 
sporting offer, and we sincerely hope that 
now the principal objection has been re- 
moved, the A.C.U. will see fit to fall in 
vfith the idea. In the event of the offer 
being accepted, the Stewart-Precision 
Carburetter Co. will deposit the sum of 
£25 with The Motor Cycle. ' 

At a meeting of the Manufacturers' 
Union, which, was held in London last 
week, the question of transferring the final 
day's run of the Six Days' Trials to Brook- 
lands was discussed, and received the ap- 
proval of the majority of those present. 
Surely the arrangements at Taunton can- 
not have progressed so far as to prevent 
this very sporting offer of the Stewart- 
Precision Carburetter Co.'s being accepted 
by the A.C.U. I 


JANUARY i8th. igis. 

The Number of Motor Cycles. 

A careful estimate based upon official 
returns places the number of motor cycles 
at present in use in tlie British Isles at 
53,UoU (see page boj. 

The Proposed Keliability Trial in France. 

Matters are taking sliape for an inter- 
national i-eliability trial in France at 
Eastertide. The suggestion is to hold a 
two davs' trial, one day being devoted to 
the reliability test, the other to a. sport- 
ing hill-climb. 
Erlobe-girdlers on Motor Cycles. 

Wm. Strieff and Joseph Esler, the 
American tourists mounted on a N.S.U. 
and Indian respectively, who were in 
England last summer, are at present tour- 
ing through Europe, and were recently 
entertained by the iN.S.U a: d loch Co.'s. 
InterAational Motor Cycle Race in America. 

There is a movement on foot in 
America to promote a two-hundred miles 
international sweeps' ake on the Indian- 
apoli (jourse. The promoters hope that 
the F.A.M. will support the scheme by 
holding a race meeting jointly with 
the event. 

The Wiotry Weather. 

I A non-stop run from London to the 
Glasgow Show was arranged for the begin- 
ning of this week on a 3| h.p. Premier 
sld'^car with a member of pur staff as 
passerger, but the severe weather and 
deep snowdrifts up North rendered the 
ride quite impossible. 
liiabil ty of Road Authorities. 
1 We are constantly receiving queries 
regardi-'ig Ihe liability of road authori- 
ties. Therefore a decision of the Swan- 
sea County Court should be noted. The 
case was' that of a motorist who was 
awarded damages against the Glamorgan 
County Council for injuries caused to 
his vehicle through a portion of the 
road between Swansea and Mumbles 
being improperly repaired after an ex- 
cavation. The case was fought by the 
A. A. and M.U., and the Judge appar- 
ently attached considerable importance 
to the fact that the defendants could 
not call evidence as to the condition of 
the road immediately after the accident, 
and that after the matter was reported 
to them the hole had been properly filled 
in. This decision should benefit all 
road users. 

A Brooklands for Berlin. 

Germans are fertile in projects that 
fail to materialise; conseouently we take 
the liberty of contemplating with the 
eye of scepticism a scheme, to con- 
struct, at the Berlin-Johannisthal flying 
ground, a three-mile track, or, to be more 
pi'ecise, a circular course over which 
push-cycle and motor cycle races could 
take place, notwithstanding that we are 
as.sured of the construction being taken 
in hand early in April. Bankings would 
hardly be necessary, in view of the 
great radius at the turns. Whatever 
becomes of tlie scheme, there is no 
doubt that cycling Berlin stands in great 
need of a course of the kind, the opposi- 
tion of the authoi'itics to road events, 
more especially those coriccining the 
mechanically -|)ropell(td machiirc, lirlpinp 
in a large measure to keep down a sport 
already handicapped by a severe liability 
law and vexatious licensing anaiigo- 

An Enthusiastic Trio. 

Ever since Harry Bashall witnessed 
Sam Wright reel off laps at Brooklands 
at sixty miles per hour, he has hankered 
after one of the little twin Humbers. 
He and his youngest brother A. B. T. 
have just got one each, and they are 
having a tiny little sidecar fitted to one 
of them. 

J. T. Bashall is contemplating a twelve 
hours' ride on his record-breaking Bat 
sidecar early in the spring. 

English-Dutch Reliability Trial. 

Entries continue to reach us for the 
above trial. Mrs. Wade, of Cardiff, is 
the second lady competitor. She will 
ride a 3^ h.p. Scott. Further amateur 
entries are Andre Manheim (T.A.G. 
sidecar). E. B. Ware (Chater-Lea side- 
car), and Richard Cussons (3-^- h.p. New 
Hudson). The latest trade entry is 
F. C. North (3^ h.p. Ariel). R. G. 
Mundy will ride a 2g h.p. two-speed 
Singer if chosen. 

w [EonroElE, ©!/iEKir<§ 

20. — Herts. County A.C. Open Trial. 

20.— A.C.U. Annual Dinner. 

17- — Sutton Coldfield A.C. Open 
One Dav Trial. 
2.— A.C.U. Open (mr Dav Trial. 

23.— R.M.C.R.C. Race Meeting. 

BO. — Derby and District M.C.C.Open 

5-8.— N.W, London and Herts. 
County M.C.C. Joint Trial 
and Open Hill-cliinb (Yorlis.) 
and Ladies' Competition. 
8.— Westmorland M.C.C. Open 
Hill-climb at Sbap Fell. 

13.— Oxlord M.C.C. Open Hiil-climb 

The Cut-out Abolished. 

In view of the amount of space we have 
devoted to silence and silencers in an 
earnest endeavour to reduce the noise of 
motor cycles, it is interesting to note 
that one large firm, to wit the Hendee 
Manufacturing Co., has set an excellent 
example by deciding to abandon the 
fitting of cut-outs to their machines in 
future. Let us hope that this is the 
beginning of the end of the noise outcry. 
Illumination of Number Plates. 

The Aberdeen Jnurnal of the 12th 
inst. says a motor cyclist was summoned 
and fined at Elgin, N.B., on the 11th 
inst. for failing to have the tail lamp 
of his motor bicycle lighted. Possibly 
the repoiter may have mistaken "motor 
bicycle " for motor car. If this be not 
the case, the conviction is a wrongful 
one, and can be quashed at any time. A 
sumhions could only hold good if the 
defendant had been driving a tricar 
bearing motor car numbers. 

Entries for. Saturday's Open Reliability Trial. 

The first of the scries of four 100 
miles open reliability and sporting trials 
for motor cycles of all kinds, organised 
bv the Herts. County A.t:., will In; held 
on Saturday next, the 20th intl., start- 
ing from the Chequers Hotel, Oxbridge, 
at 9.20 a.m. prompt, ■ On account of the 
larire tuitry, (he start has been put bark 
half an hour to ensure competitors finish- 
ing in daylight. 

'J'he route is rw Dcnhani Avenue, 
Rickiiiansworth, X'Vatford, St. Alli.'ins, 
lliirpi'iidcn, Luton, Shiirpenhoc, Duil- 

stable, Ivinghoe, Tring (lunch Rose and 
Crown Hotel), Aston Clinton,, Wendover, 
Princes Risborough, Missenden, Amer- 
sham, Rickmansworth, Uxbridge. 

There will be two timed hill-climbs, 
as well as an observed ascent of Holy- 
well Hill, St. Albans, at 10 m.p.h. 

The series of Herts. County trials 
will to all intents and purposes fill the 
gap occasioned b.y the abolition of the 
A.C.U. Quarterly Trials, although, of 
course, private owners will, predominate 
in the Herts. County events. 

Entries are as under : 
V. Wilberforce (2J Douglas) 
T. E. Seear (2i Motosacoche) 
J. Holroyd (2i Motosacoche) 

E. A Mar.shall (S.I.A.M.T.) 

F. W. Applebee (2| Centaur) 
C. Aslin {2i Grandex) 

W. A. Jacobs {2!i Singer) 
A. G. Fenn (2| Humber) 
H. Berwick (2| Humber) 
O. L. Fletcher (2| Douglas) 
H.- Haddock (2^ A.J.S.) 
C. C. Cooke m Triumph) 
W. F. Newsome (3i Triumph) 
Vy. H. Elce (3^ Rudge) 

A. J. Sproston (3^ Kudge) 

B. A. Hill (3i Rudge) 

E. C. Jarvis (3^ Triumph) 

G. T. Gray (3^ Rudge) 
A. J. Dixon m Rudge) 
W. Cooper, (3i Bradbury) 

W. Wilson (4i Howard-Precision) 

Roy Walker (3i New Hudson) 

H. G. Dixon (3^ New Hudson) 

J. Oliphant (3^ Premier) 

A. N. Gutteridge (3-^ Triumph) 

R. Fletcher (3^ Premier) 

L. Cass (3^ Quadrant) 

R. N. Stewart (3i Trump-Jap) 

G. GriflSths (3^ Rover) 

P. H. Bentlev (3^ Triumph) 

H. C. Mills (3i Premier) 

H. Cooper (3^ Bradbury) 

R. G. Mundy (5^ Singer) 

M. Drew (3^ Zenith) 

W. H. T. Rhys (8 Zenith sc.) 

H. H. Jones 

A. R. Abbott (3i Bradbury) 
V. Tavlor (3i Kudge) 

C. W. Meredith (3i Bradbury) 
Q. Withani (6 Matchless) 

E. A. Colli ver (6 Enfield) 

E. A. B. Tooth (5 Rex) 
W. 0. Oldman (8 Bat sc.) 

B. T. Rice Pyle (8 Bat sc.) 

F. W. Parnes (6 Zenith sc.) 
A. B. Wade (6 Zenith sc.) 
E. Tee (6 Zenith sc.) 

G. S. Drew 16 Zenith sc.) 

C. R. Taylor (8 C4wter-Lea sc.) 

E. G. Attenborongh (7-9 Indian sc.) 
C. E. Holmes (8 ( hater- I.ea sc.) 

F. Beriley (8 Chater-Lea sc.) 

F. Simtli (5-6 Clyno sc.) 

G, W. llillier (G.W.K. quad-car) 
G. Haxter (2| Saxon) 

W. P. Tippett (3i Brooklands- Jap) 

1-1. H. Matthews (3i Zenith) 

S. 0. Tiinson (3i Rudge) 

K. J. Bailey (3^ Ariel) 

J Wood house (3i Precision) 

R. G. J. Charlosworlh (?i Zenith) 

F. A. Hardy (5 V.S. sc.) 

Averics Ponettc Co. (Pouetta) 

Bei.l (N.S.U.) 

Halsall (Clyno sc.) 

C. M. Down (Enlicld) 

Bruinli'y (Rex) 

Bhickhnrn (— ) 

An illustrated description of the trial 
will appear in oun ne-xfc issue. 


'JANUARY iSih. igi2. 


A New Water-cooled Engine with Mechanically-operated Valves. 

The new model four-cylinder uater-cooled T.M.C. with coach-buiit sidecar allachment. 

ON page 1352 of our issue of December 7th last 
we gave some preliminary details of the new 
7 h.p. T.M.C. On the occasion of our visit 
last week to the Wilkinson Sword Company's works, 
Southfield Road, Acton, Ave were, through the courtesy 
of Mr. Kirschbaum, able to see one of the new models 
undergoing its preliminary road tests. These are 
nlmost complete, and in April the first batch of 
machines w'ill be ready for delivery. The machine 
being almost complete we were able to see it in prac- 
tically its final state, and are enabled to elaborate on 
the description in the article referred to above. The 
rotary oil pump driven off the camshaft delivers air 
pressure to the oil reservoir, forcing the lubricant 

through a sight feed direct to the crank case by two 
separate pipes leading to the two crank case divisions. 
Any excess of oil is returned by the pump to the reser- 
voir. The water pump is driven off il~e camshaft by 
means of a wire belt. This pump, which 1.; of the gear 
wheel type, delivers the water to a gilled tube . diatoi 
neatly carried in front of the machine. The Je. :her- 
to-metal clutch, with springs under the leather to a'.l."iw 
the drive being taken up smoothly, has its internal 
portion made of a spring steel pressing. It is provideil 
with six longitudinal equally-spaced slots in its peri- 
phery, which cause it to contract when forced into the 
outer portion and at the same time to exert an in- 
ternal pressure which ensures a steady grip, and con- 

Views Oi in3 whicii, as will oe ^een, 

ni^ the valves all on one side. The left liand illustration also !hows toe change 
Tha right shows the carouretter and its connections, also the sidecar fixings. 

lever and sign^-.eed 
' BI = 


JANUARY iSth, igi3. 

The 1912 Model T.M.C.— 

sequently a positive drive. The clutch is provided with 
three external springs (following car practice), allowing 
easy adjustment and permitting the clutch to be readily 

Undergoing a Long Road Test. 
During our visit the Stewart Precision carburetter 
was undergoing its final tuning preparatory to the 
machine ei'jtering on a series of prolonged road tests. 
The contrci is a'raiiged as follows: Off side a pedal 
controlling the clutch and internal expanding brake. 
On the handle-bar a lever controlling the external con- 
tracting brake working on the same drum, which is 
ribbed and lined with Raybestos, the pedal on being 
depressed first withdraws the clutch and then applies 
the brake. Near side, accelerator pedal on footboard, 
.ind lever on handle-bar controlling clutch. The object 
of the hand clutch control is to facilitate starting from 
rest. With pedal control a rider may upset his balance, 
inadvertently extend his foot to save himself, and let in 
the clutch against. his will, with disastrous results. 
The gear sector is brazed on to the top tube of the 
frame. The gear. actuating rod in the gear box is pro- 

vided with holes in which a spring plunger engages, 
so that -in case of wear on the control rod juints the 
gears will stay in position independently of the notches 
on the sector. The magneto, neatly carried on the top 
of the gear box, is coupled to the end of the driving- 
shaft (it is gear driven) by means of a sleeve. By 
undoing one bolt the sleeve may be rotated in relation 
to the shaft, and the magneto timed with the greatest 
facility. As far as one could judge from its running 
at this early stage of its career, the engine gave every 
indication of being excellently balanced, while its 
silence and smoothness left nothing to be desired. It 
Avas fitted to a T.M.C. sidecar, which is mounted on 
laminated springs like the bicycle, and reverting to 
the latter it may be pointed out that by undoing the 
four spring shackle bolts and the brake connections 
the rear wheel can be removed quickly and without 
difficulty for tyre changing. To sum up, the new water- 
cooled four-cylinder T.M.C. gives every indication of 
promising to be one of the most luxurious and practical 
sidecar machines on the market. Our next reference 
to this ambitious two wheeler will deal with its 
behaviour on the road. 

— > a»e^»— <- 


WITHIN the last few days it has been stated in 
a motor cycle paper that the number of motor 
cycles registered in the United Kingdom is 
106,000 odd. 

We believe we know the unacknowledged source of 
these figures, but they are entirely wrong, as may be 
gathered from the fact that the total number of motor 
cycles officially returned as paying licence w'as 48,857 
for the year ended 31st of March, 191 1. 

It is quite safe to assume that since March last a 
record number of new motor cycles have been regis- 
tered in comparison with the corresponding period 
of any other year, but it is equally certain that their 
number does not amount to anything like 58,000; 
probably, 15,000 is a considerable over-estimate, as 
a very large number of 1911 models would have been 
delivered and registered prior to March 31st. 
63,000 Motor Cycles ift use. 

However, this estimate has been arrived at after 
careful calculation and comparisons with previous 
years, so we will assume that there were 15,000 more; 
that brings the total up to 63,000. This is a very 
long way .short of 106,000, and it is therefore obvious 
that, if there are 106,000 registered motor cycles in 
the United Kingdom, somewhere about 43,000 owners 
are evading the payment of licences. We think we 
are safe in assuming that the tax-gatherers have not 
been .s» lax as to let a revenue of approximately 
_^43,ooo slip through their fingers, and we may regard 
the total of to6,ooo as another evidence of the abso- 
lute Uiclessness of figures ba.sed upon the total number 
of registrations issued, for the .simple reason that so 
many of the registering authorities have no record of 
the cancellation of many of the numbers they issue. 
Some, we know, keep their register.s most carefully, 
others do not, and, therefore, any totals based upon 
registrations are hopelessly misleading, as they form 
no guirje to the actual number of motor <:ycle,s in use, 
for our figin-es based on the official returns show that 
the alleged total is .^9.43% in e.vcess of facts. 


Unfortunately the figures are noticed and often 
seized upon for quotation, without any consideration 
of verification or accuracy. 


TheabovophoUgraph was taken dui'lns last wook's cold snap. 

JANUARY iSih. igi2. 



'iV WjaiDcett 



A Kindly S-wiss Girl. 

A drop down to Sattel, with Lake Aegeri on our 
left, and we were climbing in earnest again. How- 
ever, tire descent came at last, and with it another 
lovely panorama of Lake Zurich, away down below. 
We stopped here for some time admiring the view, 
perched on a bank in the shade of some pine trees. 

Once on the lake side, the road to the right was 
taken, the one on the left leading to a bridge over 
the lake to Rapperswil. At Lachen we decided to 
take in petrol, and, whilst I saw to the machines. 
Grange had his overalls sewn up by the proprietor's 
daughter, who saw the tear first and ^'ery thoughtfully 
came out with a needle and thread. 

Leaving Lake Zurich, we turned to the right, and 
were on a long, straight road bordered with tall trees. 
With no town of any importance on our main route, 
we decided, in the late afternoon, to go a little out 
of our way to Glarus, and now entered a valley with 
towering peaks on either side. 

Glarus was soon reached, the day's run being 
seventy-five miles only, but the odd half hours we 
spent in admiring the scenery, a bumpy road, and the 
difficulty of finding the way, made the run seem long. 
We stayed at the Hotel Eidgenossen, which we found 
rather dear, but good. 

Next morning — ^Friday, 21st July — we set off to 
retrace our steps a bit, and Grange, having lowered 
his gears, set off with a roar, whilst I was hot on his 
heels when my engine started misfiring, until I put in 
a new plug, and, although there seem.ed nothing 
wrong with the old one. the trouble was cured straight 
away. The descent was very twisty, but the view 
superb, and down below in the distance, on our left, 
like a shining emerald, was the romantic Lake Wallen. 

Sargans was quicklv reached, and a little further 
'on Bucks, where, crossing the Rhine, we went through 
a bam-like bridge, and nearly ran over a customs 
officer, for we had just left Switzerland, and were 
now in Austria. 

C.T.C. Unrecognised in Austria- 

We walked into the Customs House, where another 
officer took our C.T.C. tickets, which were separate 
^ones for Austria, and began to fill in particulars on 
a form. When he came to. the words on our tickets, 
"Motor Zweirad," he suddenly stopped, went outside, 
where the other officer had, meanwhile, affixed seals 
to our machines, and began shaking his head. At 
last we understood that our tickets were of no use, 
.for, he said, the C.T.C. was for cyclists, and not 
motorists. In vain did I try to explain that we had 
paid _;£7 for the two of us to the secretary, to be re- 
turned when we got our papers discharged,, but it was 


from page 42.) 

of no use. Then an idea seemed to strike him, for, 
sitting on the steps, he folded his arms and said : 
"Tuff! tuff! Sh! sh!" As Bucks was only a few 
yards off, and we had just passed the station, it 
seemed quite likely to associate his behaviour with 
playing at trains. At last we understood'that if we 
went to the Frontier Customs Officer at the station 
he might let us through. 

At the station we were lucky in finding a ^'ery de- 
cent fellow who could speak fairly good English, and 
we tried to get through without pa\ing duty, but after 
half an hour it was of no avail, so we returned to the 
first Customs House and paid about ^9 in duty, 
which, we were told, would be returned at any 
Frontier Customs House we cared to leave by. 

Seals were re-affixed, and pieces of very stiff card- 
board were given to us for the Matchless and Brad- 
bury, about six times the size of our number plates, 
bearing the numbers ZWI 540 and ZWI 541. 

This incident having taken a very long time, we de- 
cided to spend the night at the next place of any 
importance. The road was very bumpy and loose, 
and soon finding Grange was not following, I waited, 
then returned, and found him with his back wheel out, 
putting in a new inner tube, having had a puncture 
and run out of solution. This done, we again set off 
and soon came to Feldkirch, with a short bridge over 
a deep cleft, and a river swirling below. "Up and 
down the main street of this quaint Austrian town 
we rode looking for an hotel, until someone in buttons 
raised his hat, and, looking up, we found the Hotel 
de la Poste et d'Angleterre, where we decided to stay. 
Only fifty-five miles to-day. but it seemed a long run 
and full of interest. 

Steep Hills and Low^ered Gears. 

Next morning we had breakfast with an American 
who was driving a Packard car, and had been to see 
the Stelvio. I think what impressed him most, and 
ourselves for that matter, was that he had been half- 
way up the pass, and in returning had to reverse on 
twenty-two corners out of twenty-four to get round, 
so it could have hardly been a joyful ride. 

Requiring petrol, we stopped at the first shop — it 
was a small garage — and both filled up. The owner 
was quite interested in our machines, and a statement 
that the machines were capable of a speed of 60 
m.p.h., if properly tuned up and the conditions were 
all right, brought an incredulous smile to his face. 
Taking us to a corner of his workshop, he showed us 
parts of an engine he was making. We had great 
difficulty from laughing outright, for he had a con- 
necting rod with tremendous ball bearings, whilst the 
little end holding the gudgeon pin was welded on ! 



JANUARY i8th. igi2. 

To the Tyrol and Back on Motor Cycles.— 

We followed the river out of the town, then turned 
to the right over a bridge, and were soon in country 
that must have lately been swept by flood, for there 
were tree trunks and driftwood all over the fields. We 
were now making for the Arlberg Pass, and the moun- 
tains on either hand were impressive. 

The road began to rise gradually, and on a short 
steep patch I pegged out, much to my astonishment 
and Grange's amusement, who lowered his gear and 
smiled knowingly the while I reluctantly cut my belt 
and lowered my gear from 4^ to i to about 4I4! to i ; 
this was the first time I had touched my belt or 
lowered my gear since leaving home, and although 

A small stream may be noticed near the summit oi 
the pass, and it is more than interesting to watch it 
gradually swelUng until a few miles down it is a 
swirling torrent, and in parts appears to be nothing 
but foam. The scenery is magnificent. The road 
does not descend as quickly as the river, and in one 
place in particular, where the river is joined by an- 
other, it is spanned by a magnificent single span 
bridge ; the sight from a great height up as one 
looks over a wall bordering the road is one not easily 

A turn to the left at Landeck, then a straight run 
to Imst, where we decided to fill up with petrol, 
six kronen, or about five shillings, being charged for 

(A) A halt at a village shop near Langnan, 

(2) At the bottom of the Arlberg Pass 

the pass did not .appear so stiff, on takhig a backward 
look it seemed a hill indeed. At Stuben I could 
see a nice mix-up of twisty zigzags up the mountain 
_side, and again decided to reduce my gear to 
$% to I. We adjourned to the hotel at the summit 
and had a nice cool lemonade each. For the descent 
we raised our gears, and soon met a car slogging 
slowly along uj)hill with steam coming from the filler 
cap four feet high ; then another one was passed with 
a horrible smell of Inirning brakes. A nice stretch of 
perfectly straight road through fine trees, with the 
peak of a mountain at the end, now came into view. 
Hereabouts the Arlberg Railway leaves the bowels 
of the earth, and was our companion at intervals for 
several miles. . 

(3) 01(1 castle on the Brenner Pass, Tyrol. Note 
the sign in foreground warning tourists of the 
dangerous corner. . 

a gallon and a half. Soon after leaving Imsl I 
passed Grange running with his belt slipping, and 
noticing later he was not following I returned, and 
found him putting a new butt-eiuler in, as the one he 
had been using was splitting all the way round, pre- 
sumably where it had been folded in his box. 
Help for the Helpless. 
We met a perspiring inilix'idual juishing a very old 
crock with the front tyre flat. The poor chap was 
nearly wet through with pushing on this hot day, 
so we took out his tube. Oh! dear! what a lube! 
If it had one it had quite twentj'-five patches all reads 
for coming off. A split was repaired with one of my 
biggest patches, and at last we got him off after 
many expressions of thanks. 

JANUARY i8th, igi2. 


To the Tyrol and Back on Motor Cyeles.— 

The road now got frightfully dusty, and we were 
nearly choked by an overtaking car, which, however, 
we soon repassed in trouble as we rode into Inns- 
bruck. We put up at the Arlbergerhof ; this hotel 
was good, but the arrangements for meals most un- 
satisfactory, the system being that you had to have 
them in an adjoining restaurant and pay for therr. 
separately, provided the staff were not too busy tc 
wait upon you. 

Innsbruck and the Brenner Pass. 

Innsbruck seemed very prettily situated, and was 
full of climbers, or, perhaps I had better say, those 
apparelled as such in wide knickers made of fancy 
leather or velvet, a fancy waistcoat over a white 
shirt, whilst the furry green hats wth feathers, or 
what appeared like a gigantic shaving brush, stuck up 
saucily behind the crown, " capped the lot." 

Our run to-day had been 106 miles, and the petrol 
bought had cost over los. 

Next day, Sunday, the 23rd, we again set off on 
another glorious but hot day, and before we were out 
of Innsbruck I struck a villainous gutter. Hastily 
putting up my hand, I was too late to stop Grange, 
and he caught the long exhaust pipe of his Bradbury 
and broke it beyond repair, so he wrenched it off and 
threw it into a field. 

The Brenner Pass starts straight away, and as one 
sweeps round bend after bend gives fine views of 
Innsbruck nestling on the plain below. We both 
lowered our gears, and tackled a steady climb of 
twenty-three miles over a road ' very loose in parts. 
After' ten miles I pulled up with a puncture caused by 
a sharp flint, and then after another ten miles of 
steady pulling I saw a nice long steep bit to finish 
with. Opening the throttle to the full, I shot along, 
but ' the hard work was taking it out of my plucky 
bicycle, and on pulling the pump up I found I had 
no oil in my tank. First came back air, then a 
notch or two of ignition, and, although I pedalled 
for a few yards, I pegged out within a hundred yards 
of the top. Propping my bicycle up, I sat in the 
shade and waited for Grange. Shortly he came along, 
and I could hear his engine settle into a steady hum 
as he caught sight of the steep bit. Gradually it 
slowed down, until he stopped some two hundred 
yards below. He had practically no petrol left, but 
had noticed a sign in a village lower down, so, 
refusing some out of my tank, he free-wheeled down, 
whilst I completed the remaining small distance. 

At the hotel at the top I had something cool in a 
glass, replenished the petrol tank, and filled up with 
oil for the very first time. This I consider very good, 
as I had been giving a pumpful every fifteen miles with 
clockwork regularity to Lausanne, and after that one 
every ten miles ; this, I think, shows the advantage 
: of the drip feed pump over the ordinary " full up one 
minute and stari'e the next " variety. 

A Long and Refreshing Descent. 

Continuing our way past the summit, which is de- 
noted by the prettily-situated village of Brenner, we 
kept companv with a river for a long distance, and 
now and again passed a monastery or castle perched 
high above our heads on a peak or rock, as well as 
a few monks in their brown cassocks and cowls, -with a 
tasselled silken rope round their waists. We also 

noticed an open-air church or chapel by the roadside, 
only the pulpit and altar being under cover. 

We never seemed as if we should finish the descent, 
and even yet I cannot say where it ceased. Swiftly 
we bowled along, crossing and re-crossing the river, 
and now and again passing through pretty villages, past 
the fortress of Franzensfeste, through Brixen, with its' 
right, left, right turns, on to Klausen, with its awfully 
narrow street which makes you instinctively tuck your 
elbows in, into the open air again, and a view of a 
Benedictine nunnery perched high on a hill top. 

We called a halt to enjoy a cool smoke, and I 
explained to the nervous " Billy " that a tremendous 
" boom " was not thunder, but only what I have re- 
ferred to before as a " rain-gun." 

Resuming, we entered a narrow gorge, with the 
river for company. But what is this coming? Surely 
it is not ? B.ut, yes — and we pass the first bicycle and 
sidecar, a twin N.S.U. ; and also, to complete the 
wonder, what appears to be the exact counterpart of 
a "Davis Double." Then into Bozen, which Mr. G. 
L. Freeston so aptly describes as the oven of the Tyrol, 

We found the Hotel de I'Europe excellent, and 
very welcome after a hot ride of eighty-two miles. The 
evening was spent in dining out of doors, and then 
drinking lemonades and ices for the rest of a very 
sultry evening, to the strains of an outside orchestra 
playing " Poppies " and " Yip-i-addy-i-ay." 

Petrol we again found was very difficult to obtain, 
and very dear, and Grange said that when he returned 
to fill up on the Brenner he was asked los. for a tank 
full, and, in the end, he paid 6s. 

Fitting a Spare Cam- 
Next day, Monday, the 24th, as luck would have 
it, it rained nearly all day, so we set to and cleaned our 
pistons and cylinder heads and changed exhaust valves 
to save grinding in. I changed my tyres over, whilst 
Grange put his new Dunlop on his back wheel, as it 
was not being improved with rubbing against his 
pillion seat. He also brought out his spare cam, and 
decided to make a proper job of it; so off he set, and, 
coming to a chemist's shop, after much difficulty per- 
suaded the chemist to let him have some prussiate of 
potash. I think the man behind the counter thought 
he was going to commit suicide. Then Grange found 
a nice little workshop, and put a blow lamp on to the 
cam, softened it, eased it a trifle, case-hardened it, 
and it then fitted perfectly and gave not the slightest 
trouble ; not content with this, he also altered the 
timing of his valves for the next day's climb, whilst 1 
had another look at my gudgeon pin, and found that 
the rapid wear was being arrested somewhat. 

May I here give a word of thanks to Messrs. Price, 
who very kindly paid carriage and duty on three quarts 
of their " A " oil, which were waiting for us at the Post 
Office, and so enabled us to have our favourite brand 
at the ordinary retail price, as if we were in England, 
instead of Austria. 

(To he continued.) 


We receive many letters regarding accessories, etc., both 
" Lost and Found," which we are unable to find space for. 
As these particular matters are of interest to two persons 
only, viz., the finder and the loser, we keep a list of such 
articles, and, should we receive a letter from the finder 
which corresponds to the article lost, the two persons are 
put into communication. 



JANUARY iSth, igi2. 

oii^rai^s To 



The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, " The Motor Cycle," 20, Tudor Street, E.C, and should be accompanied by the writer's full name and address. 

Waterproof Motor Cycle Clothing. 

Sir, — For some time I have had a. rubber-proof suit. It 
has been a great success ; at no time has it become sodden 
or allowed any water to come through. I find it very much 
more comfortable and handy than oilskins and just as 
effective. Tlierefore I always intend to use the rubber-proof 
suits in future, as I think there is no doubt about their 
superiority. H. G. GALBRA.ITH. 

Sir,—! again beg to claim a little space in your valued paper. 
It is ridiculous for the Express Rubber Co. to say that oilskins 
are "no use for motor cycling generally as they are most un- 
comfortable." Probably they liave not yet tried wearing oil- 
skins, or, if they have, it has been then- own fault for not 
choosing comfortable fitting things. There has not yet been 
put on the market any cloth that will keep out rain for so long 
a time as an oilskin. Therefore, "B.W.B." is quite right 
when he says it is " the best wet weather clothing." I do not 
suppose anyone would mind the "sea-dog" appearance if he 
were " warm, dry, and comfortable." 

Anotiier point the Express Rubber Co. and the Dunlop 
Rubbei' Co. seem to forget is that motor cyclists want to ride 
in fine weather as well as wet, and I am sure most riders will 
agree with me when I say that I would not like to ride eighty 
or a hundred miles in a rubber-proofed suit on a boiling hot 

Wishing The Motor Ojicle the success it deserves, IT 49. 

Silence and Silencers. 

Sir, — I have keenly appreciated your recent remarks on the 
noise created by motor cycles. I watched a large number of 
the competitors passing through this city (Oxford) on the 
30th ult., and the amount of noise caused by some of the 
machines by the perfect gun-like reports of the exhausts made 
me feel asliamed to own myself as a motor cyclist. At one 
time I ^ noticed three machines within twenty yards, two at 
least with free engines, raciiig while crossing the'very centre of 
the city. They made no attempt to close the cut-out, which, I 
suppose, all machines are now supplied with. 

I hope you will continue to pass the strongest remarks on 
tlie subject until the mauufbxcturers are compelled by public 
opinion to improve in this direction. The present silencer is 
exactly the same as it was in 1907, and even earlier. I sup- 
pose some of tlie manufacturers think that a free exhaust will 
disguise a multitude of sins and noises which should not exist 
in the timing gear, etc. A.H.P. 

Do Records Appeal to Buyers? 

Sir, — I, like "C.B.R.," fnid that records do not appeal 
to me in the least. One fancies that they are made on 
special machines tuned for the purpose. ' One wants a 
machine to cari'y one daily, bad weather and fine, over hill 
and dab', on highways and byways, one which can be 
bi'Duglit (lut of its shed and a journey taken on it with the 
full coiiviction that it will ruii out and home without any 
linkciing (jii the r(ja(l, or require overhauling before another 
journey has to be taken. Even tlu> Six Days' T'rials do not 
appeal to me on account of seeing so much written about 
men adju.sting their machines for hills, etc.. and doing 
irpaiis and making replacements on the f).t. The trials 
sliuuld be run witliout tools or replacements of any kind 
cxci-pt wh.-it are rcipjired for punctures. 

What ii,pi)eal to \w arc the accounts of toLiis by owneis 
iif mai-liinea which you publish in your valu.-ibl'e pa|ici-. 
Tliey give one a good idea liuw fiir tr'iarhines behave under 
working conditions. >URKSHIRE. 

Lubrication Systems. 

Sir, — After the great interest shown in one side of the 
question of motor cycle engine lubrication, namely, the intro- 
duction of oil into the crank case, one naturally took it for 
granted that the other side of the problem, namely, the 
getting of the oil into the bearings, was a matter that was 
settled beyond question of discussion. 

It was therefore a matter of considerable surprise to me 
to find that in the case of every connectiiig rod which I 
examined at the last motor cycle exhibition at Olympia the 
oil holes had been drilled in the top of the big end bear- 
ing. Some had had the mistake aggravated by the addition 
of a system of oil grooves, also on the upper side of the 
bearing. No wonder one hears of rapid wear in big end 
bearings 1 

That the top is the wrong place to introduce oil is 
obvious from a short consideration of the problem. Every 
millwright knows that to lubricate a bearing efticiently the 
oil must enter at the point of lowest pressure. In a shaft 
journal bearing there is generally one side where the pres 
sure is zero. The oil must obviously be introduced at that 
side. In a big end bearing the pressure varies cyclically, 
but the top is where the pressure attains by far its greatest 
force, due to the explosion. During a part of the cycle 
the oil is forced out of the bearing by this pressure, and 
in this case the oil grooves help the oil to get out, while only 
the viscosity of the oil tends to keep it in the bearing. 
That the oil is actually forced out has been proved, aa the 
force has in the past been made use of to send oil up tn 
the gudgeon pin, and so lubricate it and the piston. This 
could easily be done in motor cycle engines, and would 

F. B. Ropor (5 h. p. single speed Indian sldacar) who gained seconi; prijo In the 
ShclHeld and Hallamshiro M.C.C. winter rcimbility run (o Bridlin<;ton and back 
(170 miles;. The roads wore thick with mud, and Mr. Roper mentions in a 
letter to us that the chain drive was ideal under the circumstances. 

JANUARY i8th, 1912. 

A False Rumour. 

Sir, — May .we trespass on your space to contradict a 
rumour which we have heard persistently of late to the effect 
that we intend marketing a 5 or 7 h.p. twin motor bicycle. 
We cannot imagine what has given rise to this rumour, unless 
it is that our t)00 e.c. single-cylinder engine has developed 
over 8 h.p. at 3,000 revolutions. . * 


John V. Puoh. 



The T.T. Race Fund. 

Sir, — With reference to tlie offer made by Mr. Cuffe and 
referred to in your last issue on page 54, we think it should 
be pointed out that so far as the lending makes of motor 
cycles are concerned, the offer referred to is a form of price 
cutting to which the makers would lake exception, and this 
also applies to speedometers and other proprietary articles, 
otherwise no doubt, many other dealers would be glad to do 
business on the terms referred to. 



Sir, — Being intimate witii both sides of Honister Pass, 
Frank Smith, and the behaviour of a privately-owned two- 
speed Clyno in the Lake District, I have, no hesitation in 
proposing that the four-speed Clyno ;ind sidecar will climb the 
iButt«rmere side at the first attempt, provided the surface 
is no worse than it usually is from, say, March to November. 
The greatest difhculty on Honister is to keep straight and 
prevent the machine from diving into the ravine on one side 
or into the gutter on the otlier. I should think the extra 
wheel and weiglit of the sidecar will gre;itly help the rider 
in keeping a straight course. It will be interesting to see if 
this is so, despite one wheel having to plougli through the 
loose stuff. In any attempts I. have witncsped or made there 
has been plenty of reserve power if the single track machines 
- could have been held up in the loose metal. When at Olympia 
in November, I arranged witli Mr. Smith to come North and 
climb all our " pimples," including Tow Tup, wluch I con- 
sider steeper and longer than Honister, but the surface is 
much better, except at one corner. This hill was once sug- 
gested for the 1912 annual open climb of the Westmorland 
M.C.C., but was voted too ditiicult.' ' ' ' ' ' - 


Sir, — In your issue of the 28th ult. I notice a letter from 
Mr. A. Newman, in wliich lie mention's ' a certain route 
embodying such formidable hills as Honister Pass.and Butter- 
mere Hause, and expresses a desire to see me climb these hills. 

In reply thereto, nothing would give me greater pleasure, 
as I am really anxious to find hills with sufficient -gradient 
to prove the limit of the hill-climbing powers of the Clyno. I 
am always open for such suggestions as Mr.; Newman makes, 
but in your issue of the 4th inst. I read a comment on Mr. 
Newman's proposition signed by " Fair Play., in all ' Things," 
and, in passing. I must say that this gentleman seems to be a 
thorough siort, and, in his opinion, Mr. Newman has asked 
me to do something outside the bounds' of possibility. How- 
ever, as already stated. I intend tackling this, ascent, and, 
provided 1 am given a surface to carry my wheels, I enter upon 
it with every confidence of success. 

I would esteem it a favour if Mr. Newman, wno is on the 
spot, would be kind enough to let me know how soon I can 
attempt these hills, bearing in mind the weather condit ons, as I 
expect they are covered with snow at this time of the year. 


Sir, — May I again enter the listg in defence of my state- 
ment with" regard to Honister Pass. I said that in my 
opinion it was impossible. To those who have seen cars ascend 
or know of those which have ascended I offer apologies. Never- 
theless, until I see it done I shall still maintain my opinion 
both from what I knjw of it and from what the proprietor 
of the Buttermer^ Hotel said to me after I told him of the 
90 h.p. racer's attempt. Mr. Newman says that three 
riders at least have so far succeeded as to be only waiting 
another attempt. \ can quite understand any good low- 
geared machine might climb mo=t of it. It is the la.^t fifty 
yards, just attei a very nearly right-angled bend to the left, 
where th" te«t really comes, and here I believe, but I am open 
to correction, the gradient is 1 in 3i to the top, with, a 
deep co'verina of loose sJag over which the driving wheels 

c-annot get a good giip. JMr. Newman also :ays that 
coaches and motors "descend" dail3- in the season; but how 
many "ascend," which is the poini, in question ? I hoi>e as 
usual to be staying at the Butterniere Hotel next Easter 
week, and I sh.'ilUI then enjoy nothing more than to watch 
attempts, arid also to try my luck c.a my Scott machine. 
Either Mr. Newman's remark in conclusion is verv subtle 
or else I am very dcn.«.e, because, although . " '- Smith's 
Clyno is a wonderful hill-climber, there are limits if it in 
gradients, at least, in road surfaces, and therefore why not 
"Fair Play" as a nom de v!ume 1 FAIR PLAY. 

[Two readers have written offering to accompany Mr. Frank 
Smith in liis sidecar when the attempt is made — Ei>.] 

Proposes Silencer Trial. 

Sir, — The Auto Cycle Union, to our thinking, is to be 
warmly congratulated for considering the running of a 
silencer trial, and while we agree that such a trial would help 
to determine the respective efficiency of silencers, we would 
suggest that in addition to iioisj, other important points 
such as back pressure, facility of attachment, ease of clean- 
ing, lightness with strength, capacity and low manufacturing 
cost, be taken into consideration. 

Needless to say, if a silencer trial be organised along these 
lines, we shall be happv to enter our Sharpe universal model. 
BARRIMAR, LTD., C. W. Brett. 

The Abuse of Cut-cats. 

Sir, — In view of the agitation that exists at the present 
moment against noisy' motor cycles, and feeling that the 
abuse of the cut-out by a certain clpss of irresponsible motor 
cyclists is bound to increase this agitation, we have decided 
to supply our Indian motor cycles in future with the foot 
lever which operates the cut-out fitted to our silencer entirely 

We have found from experience that the opening of the 
cut-out does not materially increase the speed or help the 
running of our standard touring machines in any way what- 
ever. In fact, we are quite convinced that the long, tapered 
exhaust pipe which we fit on to our silencer, and which 
extends well towards the rear of the machine, instead of 
retarding, tends to improve the running of the engine, in- 
asmuch as it apparently creates a vacuum in the silencer. 

We hope you will puhlish this letter in vour columns, and 
trust that other manufacturers of motor cycles will adopt this 
policy in the near future. 


Mr. ana Mrs. J. C. Piddock of Islewortli, and their 8 t-.p. Chater Lei- Jap. 
Mr. Piddock is the proprietor of "Sketches," and use; the conbmilion in 
business. The machine has been drivfn ^bjut 4,1100 miles in all weitners, and 
the owner is very pleased with its beuaviour. 




JANUARY i8th, lgi2. 

" Clean Counties" and Local Taxation Licences. 

Sir, — In your issue of January lltli you mention several 
"Clean Counties" in which no police traps have been worked 
during 1911. I would point out to you that the county 
of Durham should be included in this list. Such a thing as 
a police trap is not known in this county, and I shall be 
pleased if you will mention this fact in your next issue. 
Hon. Sec. Hartlepools and District M.C.C. 

Sir, — In response to my letter under this heading, which 
you were kind enough to publish, quite a number of 
licences have byen sent to me to pay here. Will readers 
who send revenue forms in future give registration numbers ? 
I have also had enquiries as to how this can do any good, as 
the whole of the money paid ultimately finds its way to the 
Government. Now I take it the facts are as follows, and if 
not, I shall be glad of your .corrections. Previous to the 
1910 Finance Act, the whole motor cycle licence, 15s., went 
to the county fund of the county in which the licence was 
^ paid, but at the present time the county still receives the 
lbs., and the extra 5s. put on in 1910 goes to the 
Bo?id Boaixl, whicli was created at that time. But, I hear 
someone say, it is impossible tliat Mr. Lloyd George would 
let tha motorist take all the benefit of increased taxatior — 
and quite right. The extra petrol tax introduced under the 
same Act would recoup the Government to the extent of £1 
per annum in the case of a motor cyclist doing mileage of 
seven thousand miles or so, and this distance is, I should say, 
exceeded by most men using their machines regularly. 
A. B. BENNETT, Hon. Sec, Derby and District M.C.C. 
[An explanation of the method of dealing with the licence 
money was published last week. See page 49, — Ed.] 

This Year's Tourist Trophy Race. 

Sir, — My attention has been called to a leader contained 
in vour issue of the 11th inst., on the subject of this year's 
T.T. Race for motor cycles, in which you make certain 
statements which are hardly fair to the Manx authorities. 
For instance, you say : " Though several applications have 
been made to the Isle of Man authorities for permissirn to 
hold the race, no reply which will lead one to suppose that 
consent will be given by the Tynwald Court has been 
received up to the present." 

This statement is not correct, and perhaps you will allow 
me to give you the actual facts. 

In November last, the Secretary of the A.C.U. in a 
private letter to the Chairman of the Highwav BoavH of 
the Isle of Man thanked the Manx people for the facilities 
given for the holding of the race, and in a casual way asked 
if they might hold the race here in 1912. From that date 
up to .lanuavy 10th, 1912, no further letter has been re- 
ceived by the Isle of Man authorities on the subject of this 
race, and no intimation in any shape or form has been con- 
veyed to the Isle of Man authorities which would lead them 
to believe that their decision on this matter was urgently 

In former years the permission for the holding of the race 
has been granted about February, and there was nothing 
to lead the Manx authorities to believe that the decision for 
the 1912 race would be requii'ed any earlier. 

It may interest your readers to know that this matter will 
be decided upon by the Tynwald Court on January 23rd. 

I might say that, in my opinion, if permission for tlie 
r,vi' be refused, (he fault will not lie with the Manx 
authorities or the Manx people, but with the A.C.U., who 
know full well the amount of misbehaviour of some of the 
'competitors here in June last, and thc\ way their conduct 
was annoying— and rightly so— to the iieop'le in the island, 
iiid neither the A.C.U. nor its Secretary took any stops 
whatever to stop such proceedings, and "altliougli tliey had 
before them the rianics of suine of the compctitm-.s- who wi-re 
the cause of all this trouble, the A, (MI. did not either 
censure or disqualify them from any of the competitions. 

If the I'aces are to take place in tlh^ Isle of Man this 
yeai-— and Manx peoi)le, after all, are sportsmen — it will 
oidy be on such conditions as will give the Manx authorities 
power to prevent such disgiareful proceedings taking place- 
as took placi' hei'c in June hist. 

As i-cgai-d_s the othei' paragraphs in your article as to 
whothei' a moi'c suitable than tlid Isle of Man is to 
lie found in the North of France, anybody who has been 
Ihcri' knows that such a course does not 
i'. I S 

Why is the British motor bicycle the best machine in the 
world ? Because the T.T. Races and competitions have been 
held in the Isle of Man. GEORGE J. A. BROWN. 

The M.C.C. London-Exeter Run. 

Sir, — Referring to the paragraph "A Reader's View of 
the Exeter Run," on page 40 of the last number of The 
Motor C'l/ch, I should be very glad to learn, and so, no 
doubt, would the committee of the M.C.C, how to give 
each of eighty members a gold medal costing over £1, and 
yet a balance in hand out of 119 entry fees of 10s 6d. 
each. As a matter of fact the club will make a loss of 
something like £50 jjver the event, and if it were not that 
we are in a fairly strong financial position the club could not 
undertake these big competitions. 


Sir, — A contributor's list of the 100% successes in the 
M.C.C. twenty-four hours' run to Exeter is published in 
" Current Chat " of your last issue. The writer has, however, 
omitted the two Service machines which were entered and 
successfully ridden by Mr. W. C. Hemy and myself, and which 
were the only two machines of tliat make in the trial. 

He, furthermore, goes . on to say that the entrance fees 
practically bought the medal for all but the very unfortunate. I 
am not aware as to whether your contributor was a competitor 
or not, but as his letter gives the inference that the run was 
a pantomime ride, I should say not, for I am sure that all the 
competitors will agree with me that 'any machine which- was 
successful in that run reflects tlie highest credit upon its manu- 
facturer, and that the element of luck was very minor indeed. • 


Multi-pole Sparking Plugs. 

Sn-, — Noticing that Messrs. Lodge Bros, are soliciting 
correspondence re "Double-pole Plugs" in your columns, 
I thought my experience with them would prove interesting. 

I have not found them to have the least effect on the 
magneto, but the one great fault they have is that they 
cause a machine (particularly a big twin) to be very hard 
•starting, and for this reason I only use the double-pole 
plugs when I want to get the last ounce of power. I 
consider the plugs give about five per cent, more power 
and speed. 

By the way, while speaking of magnetos, I should like to 
enquire if it is possible to time the new twin Bosch magneto 
with enclosed sides, except by the contact breaker. As far 
as I can -see to get at the inside, the magneto sprocket 
would have to be taken off and the whole of one side of 
the magneto. E, F. BAXPiiR. 

W. Eriam Garden, moiinfod on his 1012 Rud^e. At Iho Wrnde'e's Motor 
,C ole Cub's hill-climb, on Cadliam Church Hill he made fastest time in the 
class, and was flrst on formula. 

JANUARY i8th, 1912. 

Horse-power Rating. 

Sir, — As your hospitable and widely read columns are 
always open to any remarks that may be of interest to 
motor cyclists, may I draw your readers attention to an 
article in one of your contemporaries ? In Engineering 
of December 15th, there is an article which discusses a paper 
on "The Rating of Petrol Engines." This paper was read 
before the Institution of Automobile Engineers some time 
ago, and definitely shows that the R.A.C. and Treasury 
formulse for horse power are not satisfactory from a racing 
man's point of view. 

The writer of the article in the journal draws attention 
to the fact, as did the writer of the paper, that horse-power 
formulae based on bore or stroke alone can be evaded, b^ 
i producing engines in which unhandicapped dimensions are 
; accentuated. They go on to show that a capacity of cylinder 
rating is the only method at present in practical use by 
which ^anything like fairness in handicapping can be 
approached. Furthermore, in order to prove it to their 
I professional brethren they draw upon the motor cycle T.T. 
method as illustration. Verb. sap. T.M.L. 

The Evolution oi Transmission. 

Sir, — In reply to "F.C.J." In liis whole-hearted advocacy 
of shaft drive, your correspondent omits to mention 
two important matter.'!. He does not say if his district is 
hilly or well supplied with good ronds. I." too, am a country ' 
doctor, who, for six out of the past eight years, have done the 
work by motor cycle, entirely without assistance from horses. 
In fact, in that period of time I have not kept a horse. I 
tried shaft drive for sis months, with poor results so far as 
I was concerned. 

The horribly unsatisfactory results then to be obtained with 
direct belt drive had persuaded me to try gear transmission. 
I then Inst heart altogether, and in despair took to a car. 
This I drove for two winters. I had the following objections 
to this mode of progress : 

1. The expense was about five times as much-. 

2. The car could not go where many of my patients lived. 

3. The work took longer. 

4. The nuisance of water-cooling in the winter. 

5. The danger of meeting fast cars and heavy traffic (on 
the wrong side of the road) in the narrow lanes. 

6. The exertion of stopping and starting frequently. 
I now ride a two-speed lightweight (which I have hnd three 

years), with chain to counter-shaft, 5in. pulley on this, and 


thence by belt to back wheel. I have no clutch (which is 
down in the dirt with a motor cycle), and can change up 
and down on any hill that the engine, so geared and at 
the same number of revolutions, will tackle. My bell never 
slips, and has not required shortening in the last 1,000 miles. 

1 used two belts in the last twelve month.* (10.000 miles). 
For over fOO miles this belt dragged the machine (130 lbs.) 
myself (217 lbs.), (trailer (40 lbs.), and load (121 lbs.)— within 

2 lbs. of 500 lbs. 
Your contributor says that the great danger of shaft-drive 

IS a seized engine. What about a big end of the connecting 
rod going? This happened to me on both a gear-driven 
motor cycle and on my car. On another occasion a stone 
got wedged between the back sprocket on the car and the 
chain, and I flew over the steering wheel and a hedge into 
a field. CHAS. S. PATTERSON, M.B., M.'R.C.S. 

The Swiss Rain Guns. 

Sir,— Allow one of your regular readers to express his experi- 
ence concerning a statement of your contributor Mr. Fawcett 
about what he cal's " rain guns" in Switzerland. Does Mr. 
Fawcett seriously believe that Swiss peasants are so uncivilised 
as to think they can frighten away a rain cloud with a 
pop-gun ? 

The guns he mentions are erected in great numbers and with 
great expense against the hailstorms, which are so terrific ard 
so sudden in Switzerland. I was attending a picnic once, with 
Swiss friends, on the top of those mountains which Mr. Faw- 
cett mentions as being covered with vines. It was in August, 
and the grapes were very abundant. The day had been hot 
and stormy, and by two o'clock a small black cloud was seen 
pointing out over Geneva, 

Svviss [leop'e krow what a cloud over Geneva means. In a 
wonderfully short time that cloud had spread over the lake and 
the colour tieing that of lead, it was evident a tonnidalile hail- 
storm was approaching. In fact from our high position we 
could distinctly see the surface of the lake hammered liy hail- 
stones just under the cloud, the edge of which was jiow 
reaching the lake banks. At that moment the air was .shaken 
suddenly by formidable detonations, as frequent as one per 
second, and in looking down we could see hai! guns in quanti- 
ties, erected upwards, and firing their g:iseous projectiles. 

I ha^ been wondering for some time as to the efficacy of 
these, and was awaiting anxiously the results. The storm was 
soun above our heads pouring in torrents. I here was a tre- 
mendojs roar of thunder and the 1 ghtnings were tearing the 
darkness, but no hail- could be seen. P. MINAULT. 


The annual geneial meeting of. the Motor Cycling Club 
was held at the Inns of Court Hotel on the lOtli inst., 
at 6.30 p.m. Mr. Charles Jarrott, the president of the club, 
was in the chair, and we regret to say he was in a very 
poor state of health. Only his devotion to the club brought 
him to the meeting. After the very satisfactory annual 
report and statement of accounts had been passed, the 
officers of the club were elected, and next followed the 
election of the executive. The 1912 committee stands as 
follows: Messrs. H. G. Bell, A. Candler. E. B. Dickson, 
S. H. Fry, C. Giboons. E. Gwvnne. R. H. Head. J. van 
Hooydonk, F. J. Jenkins, C. j". Seed, W. H. Wells, and 

A. J. Moorhouse. Mr. B. Marians was elected captain of 
the club. Mr. Arthur Candler, the popular ex-hon. sec, 
was elected a life member. 

A capital smoking; concert followed the meeting, at which 
a number of well-known artistes displayed their talent. 
Among the professionals, Mr. Ernest Cherry, a M.C.C. 
member, gave some selections from his clever impersona- 
tions ; while among the amateurs Mr. F. Gillett, accom- 
panied by Mr. Hal. Hill, sang some humorous topical songs 
of his own composition. A refrain, " We don't want more 
letters from Archibald, ' and " We've a very good sec. in 
Southcomb May,'" went down very well. 


UNDER the auspices of the Streatham and District 
M.C.C, an instructive lecture was given at the Hcyal 
Automnbile Club, on Friday last, by Major Phillips, 
R.E., on the above subject. 
The lecturer explained what constitutes a division on the 
march, and showed how in marching the force might tail out 
to twenty-five miles in length. Men and horses are suppo.=ed 
to keep to the left hand side of the road, hut the space on 
the right is generally too narrow for a motor car, and it is 
in the transmis.sion of instructions from one end to the other 
of the division that the motor cyclist might be most effective. 
Major Phillips, in referring to. the pedal-propelled cycle, 
pointed out that, while this means of locomotion offered ad- 
vantages over rough grourid, the motor cycle had immensely 
the. advantage over long di.'stances. In comparison with the 
horse, too, the motor cycle offered enormous advantages. 
To work along a line of march satisfactorily, a motor, cycle 

must, however, fulfil certain requirements. It must be quiet, 
and it is most important to keep down the dust or mud as 
much as possible. In suitable cnuntries and in a modified 
way, it might be employed for scouting purposes, for medical 
work in bringing up light stores and instruments, for keeping 
two divisions in touch, and the rapid transit of troops from 
one point to another. 

I'o meet the requirements of such work, a motor cycle with 
interchangeable parts would have to be used, and one that 
could use nrrnffin as fuel no'ild be at an enormous advantage. 

In concluding. Major Phillips mentioned that, while it was 
desirable for the soldier to have -a thorough knowledge of his 
motor cycle, it was also most important that he should have 
a sound knowledge of military work. If they could not join 
the Territorials as motor cyclists, let them prepare them- 
selves for that role by acquiring a groundwork of military 
knowledge in other branches of the force. 


JANUARY i8th. 1912. 

Derby and District M.G.C. 

A winter run will take place on the 20th inst. The annual 
general meeting will be held at headquarters on the 24th inst. 

Ipswich and District M.C.C. 

A lecture on " Carburation " is to be given to the 
members of the above club by Mr. W. Low on Saturday, 
the 20th inst., at 7.30 p.m. 

West Essex A.C. 

The annual dinner will be held at the Great Eastern 
Hotel, Liverpool Street, on Saturday, the 27th inst., when 
the prizes in connection with last season's competitions will 
be distributed. 

Yeovil and District M.C.C. 

The first annual dnmer will be held at the Half Moon 
Hotel, Yeovil, on Thursday, the 25th inst. After the dinner 
the prizes won in the past season will be presented, and 
a musical programme will follow. 

Sheffield and Hallamshire M.C.C. 

A meeting of the club will be held on Thursday, January 
18th (to-day), at 8 p.m., at headquarters. King's Arms -Hotel. 
Everybody present will be invited to address the meeting on 
"Strange Faults and how I remedied them." All motorists, 
whether members of the club or not, are cordially invited to 
be present. 

Western District M.O. (London). 

The annual meeting ot the above club wiU take place 
on Monday, the 22nd inst., at headquarters at 8 p.m. A 
winter reliability trial will be held to Stokenchurch on the 
21st — starting at 10.30 a.m. from the horse trough on Ealing 
Common, the route will be via Uxbridge and High Wycombe. 
Two hours' stop will be allowed at Stokenchurch. 

South Birmingham M.C.C. 

The first annual general meeting was held at headquarters, 
the Mermaid Hotel, Sparkhill, on the 11th inst. There 
are now about seventy-five members. A vote of thanks was 
passed to the following donors of prizes ; Messrs. W. All- 
day, E. J. Spark, P. J. Evans, E. E. Lycett, J. J. Wood- 
gate, E. W. Merrick, H. Shaw, H. Joyce, and the Singer 
Co., Ltd. The committee will meet on the last Thursday 
in every month. 

Winchester and District M.C.C. 

The annual meeting of the club was held at headquarters, 
the Royal Hotel, on Tuesday, January 9lh, the president, 
Major the Hon. G. V. Baring, M.P., taking the chair. It 
.was agreed to arrange competitive events to supplement those 
.arranged by the Hants Motor Cycle Union, of which this club 
is a section. Major baring kindly offered to arrange for the 
club to have the use of an excellent private road in the county 
for one of its competitive events, and the venue and particulars 
'relating to this will be published in due course. Mr. G. S. 
Tungate, of 49, Parchment Street, Winchester, was elected 
hon. secretary. 

Ukley and District M.C.C. 
, The annual general meeting of the above elub was held 
at the Crescent Hotel, Ilkley, on Wednesday, January 
10th. The president, Mr. T A, Pearce, was in the chair. 
The officers for 1912 were elected as follows : President, 
Mr. T. Archer Peaice ; hon. treasurer, Mr. W. A. Robin- 
son;- hon. secretary, Mr. J. Norman Longficid, Laurel 
Bank, Ilkley. 

! The following events were arranged for 1912 : January 
20th, breakdown competition ; Fcbiiiary 6th, paper on rcli- 
;nbility trials by the lion. Secretary. 

In future the elub will have a private room at the 
Crescent Hotel, Ilkley, for the use of all members, from 
7.30 to 11 p.m. 


Nelson and District. 

It is proposed to form a club in this part of Lancashire. 
All motor cyclists interested are requested to meet at the 
Bull Hotel at 7.30 p.m. on the 23rd inst. 

Newcastle and District M.C. 

There was a supper and smoking concert at the club 
house on the 11th inst. During the evening the prizes won 
dui'ing the season were presented. 

Middlesbrough and District M.C.C. 

At the annual general meeting, held recently, the following 

officers were elected : President, Mr. L. F. Gjers ; captaiji, 

Mr. J. Gilchrist ; hon. secretary, Mr. G. Goult. On the 12th 

inst. Mr. J. R. Sorrell lectured on " Dos and Dont's for 

'Motor Cyclists." 

Bristol B. and M.C. 
An inter-team competition will take place on February 
17th with Westbury as a centre. The first big event will 
be the open hill-climb on April 27th. 

Finsbury Park C.C. 

At the annual general meeting, held at headquarters on the 
10th inst., Mr. G. R. Barrett was elected captain of the 
motor cycling section, and Mr. C. W. Cooke, 47, Mount View 
Road, Crouch Hill, general hon. secretary. 

Coventry and Warwickshire M.C. 

Members and their friends who propose to attend the 
eighth annual dinner and prize distribution, on Friday, 
February 2nd, at the Masonic Hall, should notify the hon. 
secretary without delay. Tickets are t)s. each. 

Streatham and District M.C.C. 

The winter programme is as follows : 
Jan. 24th, Fet. 9th, Feb. 16th, and March 1st.— Lectures at 

Feb. 8th. — Bohemian concert at Hamilton Hall, Balham. 

,, 23rd. — Annual general meeting at headquarters. 

Cardiff M.C. 

The annual dinner took place at the Park Hotel, Cardiff, on 
Wednesday last. Mr. A. Williams presided, and was sup- 
ported by a goodly number of the members and officers of the 
club. During the evening the prizes and medals won in com- 
petition during 1911 were distributed by the chairman. 

The annual general meeting will be held at the Park Hotel, 
Cardiff, on Tuesday, January 30th, when the programme for 
1912 will be considered. There is promise of considerable dis- 
cussion, and an interesting evening is anticipated. All motor- 
ists are cordially invited to attend and take part in the dis- 
cussion. Application for membership should be addressed to 
the hon. sec, Mr. H. B. Jothani, 12, Duke Street, Cardiff. 

North-west London M.C.C. 

The annual general meeting of this club was hold at 
he;id((uarters on the 10th inst. Mr. Ruwden (captain) 
and Mr. Stern (secretai-y). having resigned from those offices, 
the following officers were elected for the present season : 
(Japtiiin, Mr. H. J. Pooley ; vice-captain Mr. Frank 
Thomas; hon. treasurer, Mr. G. H. Holiis; hon. secretary, 
Mr. 0. P. Hill. 

After a long discussion, it was resolved that the rules 
be altered to make the entrance fee henceforth 7s. 6d. and 
the annual subscription 12s. 6d. 

A very full programme has been provisionally arranged, 
and details will appear in due course. 

A rather small attendance greatly enjoyed a most excellent 
progranmie at the annual smoking concert last Friday. 
Then^ was not a w(*ak item daring the evening, but the 
following deserve special mention : Tho St. James' Glee 
Singers, Messrs. Ar'.hur Melrose, Fred Rome, Stuart - 
Debnam, and Gregory Jones 

JANUARY iSl/i. 1912. 

C;ub News. — 

Wimbledon M.C.C. 

The first run of this newly formed club will be to Guildford 
on the 21st inst., starting from Wimbledon Town Hall at 10 a.m. 

Newcastle M.C. 

The annual general meeting was held at the Central 
Exchange Hotel. Mr. W. Dunn (hon. sec.) presented the 
annual report of a very successful season. The following 
oiBcers were elected : President, iSIr. J. R. Scott ; hon. 
treasurer, Mr. T. G. Atkinson ; hon. sec, Mr. W. Dunn. 

Mersey M.C. 

The first annual general meeting was held on Thursday, 
January 11th, at headquarters, St. George's Restaurant. The 
following officers were elected for 1912 : President, Mr. P. J. 
Robinson; captain, Mr. G. H. Lake; hon. treasurer, Mr. G. 
Morley; hon. secretary, Mr. S. W. Carty, 'Bankfield Road, 
West Derby, Liverpool. A highly interesting and instructive 
discussion took place regarding the programme for 1912, and 
many novel and valuable sjggcstions were made for the 
benefit of the club and to the advantage of its members. A 
vote of thanks to the president terminated the proceedings. 




We are officially informed that Mr. F. A. McNab bas dis- 
posed of his interest in iramp Motors, Ltd., and has rerigned 
his position as director and sales manager. Th? rfgistered 
trade mark for motor cycles, the "Trump," was purchased by 
the above company, and toe business will be continued By 
that concern. We are asked to allay the in-pression that 
the Trump motor cycles are made only as racing machines. 


Mr. Harold Williamson, formerly with the Eex and Singer 
Companies, is starting a company to manufacture a n otor 
cycle to be known as the "H.W.S." This rrachine will be 
made in two sizes — 2| h.p. and 3J h.p. — both sing'e-cylinders ; 
the former will have an engine of 76 x 65 mm., and the latter 
86i X 83 mm. Both will have overhead valves and half com- 
presion starti^'g devices. These two sizes will be a^ain sub- 
divided into T.T. and clutch models, the latter will, have a 
Dolierty clutch, consisting of a large band-expanding into a 
drum formed on the rear hub. The address of the new con- 
cern is the Harold Williamson Motor Supply Co., 26, Sherlock 
Street, Birmingham. 


THE annual dinner of the above mentioned prosperous 
club was held at the Holborn Restaurant on Frijay 
evening last. Mr. Otto Thomas [The Motor Ci/cle) 
occupied the position of chairman. At the conclusion 
of the dinner a very large number cf prizes were presented 
by Mrs. C. C. CooKe, the wife and energetic helper of the 
honcrary secretary. 

In proposing the toast of "The Club," the Chairman said 
he was pleased to see how the club had prospered. Two 
years ago it had but twenty members ; now its membership 
exceeded 200, and it held the proud position of being 
the largest club affiliated to the A.C.U. As a Hertfordshire 
resident, he hoped it would long continue to prosper. The 
club consisted of true sportsmen. The movement shouH- 
endeavour to gain a reputation for everything that is good 
and nothing that is bad, and the club shoulJ strike a high 
note in all its undertakings. It should e-';3t not only for 
the spcrt and pastime, but for good fellowship and co- 
operation. Such a club spurred on the manufacturers to the 
attainment of a high standard of efficiency, and at the same 
time gave the manufacturer his reward by attracting more 
people to the movement. He was glad to see that the club 
encouraged ladies to participate in the pastime, and, in this 
connection, he had pleasure in announcing that The Motor 
Cijde would present another cup for a ladies' competition to 

— >-« 

replace the one won outright by Jlrs. C. C. Cooke last year. 

Mr. C. C. Cooke, the energetic hon. secretary, in reply, 
said that the Chairman had shown himself to be a good 
member of the Herts club. He was glad to announce that 
the first competition of the year, an open reliability trial, 
to be held next Saturday, had received between sixty and 
seventy entries. A handsome silver cup rested on the 
table, -which was one of two which would be presented for 
the best performances in the four open reliability trials 
held by the club. 

Mr. F. A. Hardy then proposed " The Visitors," which 
was res'^cnded to by Mr. F. Gillett in an amusing speech. 

Mr. Pratt, in a speech in which he had to contend against 
continual, though friendly, interruptions, proposed the toast 
of " The Ladies," and announced that he would give a prize 
for a lady's competition. Mr. Hal Hall then replied on 
behalf of the fair members present. 

Mr. R. Rice Pyle proposed the toast of " The Press," 
which was responded to by Mr. E. M. P. Boileau (The 
Motor Cycle). 

Jlr. C. C. Cooke proposed a hearty vote of thanks to the 

The speeches were interspersed with an excellent musical 
programme, one of the most appreciated features of which 
was a series of topical songs by Messrs. Hill and Gillett. 


THE annual dinner of the Streatliam and District JI.C.C. 
took place at the Holborn Restaurant on Saturday 
last. The attendance was good, and indicated that, 
though the club was young in years, it was an ener- 
getic and really live institution. Mr. J. W. Ord?, secretary 
(if the R.A.C. and president of the Streatham Club, was in 
the chair. , 

In proposing " Tlie Club," the C'haii'man said he must con- 
gratuUiti them on their work during the past year. Touching 
on the benefits of affiliatiun, he Siid that very few members 
of the Strev.tham and District M.C.C. had applied for legal 
assistance. Did that mean that vtiy little riding was done 
by Streatham motor cyclists? (Laughter.) Anyhow, those 
who had applied had got off. The motoring moven-ent h,-d 
developed a new race of people. Previous to its inception 
there were comparatively few mechanical engineers in this 
country ; now everybody said thev knew all about everythnig 
connected with internal combustinn engines, and what they 
did not know about them they dd not say. (Laughter.) This 
iiew race was courageous, r'ide the splendid coarsge shown in 
competition Jield 0:1 both track and road, and courteous in 
that due consideration was extended to other users of the 
highway. In conclusion, he must congratulate the club on 
Its officers, Mr. H. P. E. Harding the chairman, Mr. Ayres 
the treasurer, and'Mr. J. H. Jeffery the hon. secretary." 

• Mr. J. H. Jefiery (hon. secretary), who was greeted with 
deafening applause, spoke of the club's successful sefson, men- 
tioning the cliief events of the p;ist- year, and thanking the 

donors for the prizes they had presented. The club's success, 
both on the social and competition sides, he said in con- 
clusion, had been due to the excellent work of the comm.ittee. 

At this stage the Chairman presented the prizes, of which 
Mr. F. W. Barnes received so many that he employed an 
assistant with a basket to carry them away. 

Mr. V. Hart proposed "The A.C.U." Heremarked thatits 
membership was close on 5.020. and that number did not 
nearly approach the possibilities in this direction to which 
the Union might attain. Touching on the A.C.U. com- 
petitions, he mentioned the possibilitv of holdinc; the T.T. 
race in France, a remark received with loud applause. 

Mr. F. Straight (sec. A.C.U.) in reply spoke of the work 
of the A.C.U., how that body, appreciating the growth and 
strength of the affi'iated clubs, was tljis vear leaving the 
majority of compietitions to them. Other subjects torched on 
were the miKtary motor cyclists' scheme, the evils of central 
tramway standards, the use of reflex lig'nts, etc. . 

Jlr. H. Hunter then proposed the toast cf "The Visitors" 
which was resoonded to bv an amusing speech from Mr. 
P. H. Grev. The toast of the nre^s was iriven bv Mr. W. 
Pratt and responded to by JMr. E. M. P. Boileau (Th'. ilntor 
CjjcJe), Mr. W. G. McMinnies and Mr. V P. Winkoskie. 
The toast of "The Chairman ' was prooosed by Mr. H. V.\i. 
Hardnic;. Jfr. Orde in the ccrse of his re.oly expressed his 
best wishes foi th.- club in 1912, and said he' would present 
another prize this year to be wo_n outnshfc. (Applause.) 1:.« 
programme, v.-as interspersed with music 


JANUARY 1 8m. igi2 

A selection of questions of general 
interest received from readers and our 
replies thereto. All queries should 
be addressed to the Editor, "The 
Motor Cycle," 20, Tudor Street, E.C., 
and whether intended for publication 
or not must be accompanied by a 
stampel addressed envelope for reply. 

Daventry to Southwold. 

(1.) 1 should be much obliged 
• f^ri if you would tell me the best 
^1 and quickest way from Daventry 
J2~ (in Northamptonshire) "to South- 
wold (in Suflolk), with distance. 
(2.) How long would it take me on 
my T.T. 191ii Rudge?— A.J.M. 
(1.) Your best route would be as fol- 
lows : Daventry, Weedon, Northampton, 
Wellingborough, Higham Fei-rers, St. 
Neots, Cambridge, Newmarket, Bury 
St. Edmunds, Haughley, Stowmarket, 
Framlingham, Sa.xmundham, Blyburgh, 
to South /?ald. ' The distance would be 
ippro.ximately 155| miles. (2.) It 
Aiould take you a day to cover, and you 
would have to travel fairly fast to do 
it at this time of the year. 

Too Much Petrol. 

My engine is always overlieat- 

^ing even on level roads, and 

v.ill take full air always, slow or 

fast. Would the fact of the 

weights (balance on needle valve) 

being worn where they come in contact 

with float be tha cause, and do you 

think that if I lowered the petrol level 

in carburetter it would make things 

better ?— E.I. 

Yes, the trouble is due either to too 

mach petrol through too high a level, or 

through too large a iet. Why not checli 

the, level as mentioned in the hints on 

carburetter idjustii.ent in " Motor Cycles 

and How to Managa Them"? 'Try 

lowering the level first of all, and if this 

does not bring about the desired result 

liy a smaller jet. 

An Ad!U3(at!e Tippet. 
I see, according to some of 
[^ your correspondents, that there 
I ^1 appears to be some trouble to 
L-^ gtt a satisfactory adjustable 
tappet rod. I have thought of 
an idea so that I could make an 
adjustable tappet that could be adjusted 
in a second without Kpanners- or tools 
of any kind, and could never shift, as 
it would be .self-locking in any posi- 
tion, or could be made adjustable from 
the tank. ' Uo yop think this idea 
would be worth patenting or not? The 
co^t would only be a few shillings. 
Should I make one and put it on my 
own motor fiist, before troubling any 
furlhi'r about it?— S.O.B. 
If you can make the device- adaptable for 
any make of ina<hine, and sell it so that 
amateurs can fit it themselves, it would 
probably be worth patentins. We should 
certainly advise you to make one and 
put it <;ii youi' own machine fir.-it of all, 
and then, if it ;s succeK.srul, send details 
(xi us ai:d take out a provisioiial palcid. 


Two-cycle Engines. 
When examining a 1911 Scott 
r^^ machine (second - hand) — (1) 
I > I Where should I specially look 
I '' I for signs of wear? (2.) What 
special risk is incurred from 
much worn parts on this machine 
as distinct from a four-stroke machine 1 
(3.) How long will the chains run 
without replacing? (4.) Does this 
machine become less reliable and more 
difficult to start after considerable 
wear? (Fi.) Is the back wheel easy to might try a slightly larger jet. 

Correspondents are urged to write 
clearly, and on one side of the paper 
only, numbering each query separately 
and keeping a copy, for ea~e of refer- 
ence. Letters containing legal queries 
should be marked ' Legal " in the left- 
hand corner of envelope, and should 
be kept distinct from questions bearing 
on technical subjects. 

Leicesier to HeretorS. 
Please give me the best route 
from Leicester to Hereford, 
total mileage. I have done this 
journey cnce via Coventry, 
Birmingham, and Worcester, but 
wish to know if ihere is net a better 
route. My machine is a 3^ h.p. two- 
speed and sidecar, therefore I want to 
avoid very bad hills. I am at present 
using a No. 32 jet in carbrrelter — woula 
it increase power to fit one larger ? — H.S. 
Your best route would be as follows : 
Leicester, Wolvey, Coventry, Kenil- 
worth, Warwick. Stratford - on - Avon, 
Alcester, Evesham. Tewkesbury, Ledbury, 
to Hereford. There ara no hills on this 
route which should worry you. The dis- 
tance is approxiniatelv If'/ miles. You 

remove? (6.) How far will a Scott 
take a sidecar and light passenger 
(9 stones) on ordinary roads per gallon 
of petrol?— L.B.C. 
"~(1.) Examine the roller bearings and 
look for vertical play in the connecting ' 
rod, gudgeon pin, and mainshaft bear- 
ings, as in the case of a four-cycle 
engine. Also examine the transfer gauzes 
to see if thes; are in good order, the chain 
sprockets and tyres; also luok for leaks 
in the circulation system. (2.) We do 
not know of any more risk being in- 
curred than in a four-cycle machine. (3.) 
The chains should run about 5,000 miles 
without replacing. (4.) We do not think 
so. (5.) The back wheel is fairly easy 
to remove. (5.) About fifty m.p.g. 

Double-spark PIuss. 
Will you kindly advise me on 
the following points : (1.) Would 
it be advantageous as regards ease 
of starting from cold, general run- 
ning, etc., to use any of the 
double spark plugs advertised in your 
journal on my 1911 Douglas? Would 
there be any disadvantages? (2.) What 
alarm or warning fitment is there on the 
market suitable for the above machine 
to be worked by the right foot? — T.W. 
(1.) Undoubtedl}' a little improvement 
would be obt' ined by using a two-spark 
plug. (2.) Possibly an alarm bell or an 
exhaust whistle to be operated by the 
foot might suit your purpose. 


Mr. anil Mk. O'Donovan, of Bedford, riders of tree onsine Einjers. Mrs. O'Donovan has hal a Kerry, a 

Rex, and a Singer Moto-Vslo. Her husband was the llrst to successfully conipleie a long-Jislanco trial 

with engine valvi caps ant other parts siialed. 

JANUARY i8th, igi2i 

A Spring Frame 

1 am considering buying a 

IqI P.V. motor cycle, and 1 should 

I <^ be very much obliged if you 

L-J will answer me the following 

questions: (1.) Do you consider 

it a thoroughly reliable machine? (2.) 

Is the . spring frame comfortable and 

efficient? (3.) Is the N.S.U. two-speed 

gear easy to manipulate and foolproof? 

(4.) Do you advise me to get a 5^ h.p. 

single-cylinder or a .5^ h.p. twiu- 

cylinder for solo work?' (5.) Would 

the 6 h.p. take a sidecar? According 

to your Buyers' Guide of 1912 niLdefs 

issued on November 16th, the weight 

of these machiues is very low. (5.)" Is 

the frame a good strong one? — E.H. 

(1.) We consider the machine in quesiion 

to be quite reliable. (2.) The spring 

frame is comfortable and efficient. (5.) 

The two-sj-eed gear referred to is easy to 

control and satisfactory. (4.) Wliicliever 

you prefer. If capacity were identical we 

should choose the twin. (5.) The 5 h.p. 

would take a sidecar. (6.) The t'raire is 

strong enough, but we are not sure of its 

suitaoility tor attaching a sidecar owing 

to the sprmgiuc. 

Sidecar Uarhine for North Wales. 

I contemplate purchasing a 
motor cycle this year, which 
I re-iuire for sidecar work as 
well as solo, and I shall ba much 
obliged for the following informa- 
tion : -(1.) Do you consider 5^ h.p. 
Bradbury with two-speed gear chain 
drive a safe machine for sidecar, weght 
of self and passenger 22 stones? 
I live in North Wales, and, no doubt, 
you are aware of the hilly nature of the 
distTict. I was at the recent &how, 
and I was rather impressad with the 
abo/e machine. (2.) If you do not 
consider 3i h.p. strong enough in frame 
con.'struction and power for sidecar 
wor'^ is the 5 to 6 h.p. F.N. a reliable 
machine, and what will be the e.xtra 
cost of the up-keep, of the four-cylin:ier 
against the 3i h.p. or against the 
5 to 6 h.p. twin? (Z.) I have been 
offeied a 4i h.p. Quadrant for a reason- 
able price — is this, mach'.ne reliable, and 
likely to give satisfaction for sidscar 
work ? Thi.s machine is also fitted with a 
change-speed gear. ,4.) With a chain or 
gear drive will the wear and teai- of 
tyres be any heavier than with belt 
transmission? ] expect chain or gear will 
last i,s as half-a-dozen belts.— O.W. 
(1-2.) We think the machine about you specially enquire would be 
quite suitable for the purpose for which 
you require it. Unfortunately, however, 
there is not very much reserve of power 
when you have to use a sidecar in a hilly 
district. It is quite strong enough as 
regards frame construction. On the other 
hand, the four-cylinder would not be any 
more suitabia, as the engine is- of smaller 
capacity by 50 c.c. than the first machine. 
To enable you to get up all hills v/itli 
single Bgure gradients in Wales you 
would require a change-speed 7-8 h.p. twin. 
(3.) The machine mentioned here is 
reliable and likely to give satisfaction. 
It is not so suitable for sidecar work as 
the first named, as it is not chain driven. 
(4.) The tyres will wear a little more 
perhaps with chain arive. but then this 
is practically essential ir you ar'> going to 
carry two people. On the other' nand, 
the chains or gears will outlast belts. 

A Novice's Queries. 

_ (1.) Are Premier motor cycles 

■^ rehaole and good? (2.) Can a 
^1 3i h.p. single-cylinder free 
_ll engine with two-speed gear pill 
a sidecar (as shown by GriflSn 
and Co., Birmingham, with. screen and 
hood and reasonable amount of luggage) 
up any hill, without the passenger 
having to get out? (3.) Is there much 
vibration and strain in riding a motor 
cycle?— P.H. 
(1.) The machines in question are cer- 
tainly good and reliable. (2.) 3^ h.p. is 
not enough. You would want about 7-8 
h.p. if you wish to carry so much with 
you. (3.) No, there is practically no 
vibration from modern motor cycles. 

Sidecar Machine for De'byshire. 

Will you kindly advise on the 

@ following ? I am about to buy 
motor cycle and sidecar. (1.) Is 
3i h.p. powerful enough? (2.) Is 
Triumph, New Hudson, or Brad- 
bury the best, or do you recommend 
another mak* ? (3.) Is chain or belt 
drive the best ? It will be used exclu- 
sively for sidecar work. (4.) What 
sidecar do you suggest ? I do not care 
for the basket car, and want one 
reasonably vyeather-proof for passen- 
ger. (5.) What clothing do you sug- 
gest for wet weather use only ? In 
conclusion, I want a cycle more for 
reliability and economy than speed. — ■ 
(1.) 5^ h.p. is enough if you do not in- 
tend to tour in exceedingly hilly country 
where there are" many single figure 
gradients. (2 and 3.) It is against our 
rules to diffei'entiate between the makes 
mentioned. All are good, but we may 
tell you that for your district (Derby- 
shire) a variable speed gear is essential, 
and preferably chain drive. (4.) Any 
well-known make of sidecar would do. 
One has a fairly good choice of bodies 
no\yaday3. (5.) Either oilskins or a good 
waterproof suit would be the most suit- 
able clothing to \vear. 


Horse-power Rating. 

Could you lell me (1) how 

much ditt'erence in power as 

regaids lull-climbing lies between 

two engines A and B of similar 

•construction? A cubic capacity 

c.c, bore and stroke 8j x £8 

B cubic capacity oo7 c.c. boie 

stroke 86 x £6 mm. I assume 

each machine is fitted with a 

reliable three-speed gear, and is to be 

used tor sidecar work? (2.) Does the 

expression "mm." which [ have once 

or twice found \yrittcn "m/m.'" refer 

to millimetres? (3.) How is the cubic 

capacity of the engine obtained from 

the aim" siors oi the bore and 

stroke ? — H aeicot. 

(1.) B should have an advantage ot 

about ^ h.p. A well-known formrla 

gives the horse-powers — A 4.57, B 5.15. 

It is possible that, by careful tuning, 

special timing and design of valves, etc., 

the smaller engine might be made to 

give more power than the larger. (2.) 

Yes, mm. means millimetres. (3.) To 

get the cy'inder capacitv. square the bore, 

multiolv by .78~4. multiply by the stroke, 

"and diyide' by l.rOO. 


"T.R.T." (Cardiff). (1.) 3^ h.p. Lincoln- 
Elk. (2.) Any 21 h.p. lightweieht, both 
with sidecar. 

"D.H.W." (Bath). A modern reliable 
3 h.p. engine suitable, for fitting to a 1906 
Triumph frame. 

"G.J.B." (Middlewich). 34 h.p. 1912 
Eudge with and without sidecar. 

"A.L.C." (Lee). L.M.C. Auto-varia 
gear with fre-e engine on 3^ li.D. machine 
and sidecar. 

" G.O.F." (Epsom). 4 h.p. Indian, control, 
reliab 1 ty, consumption, wtaring qualities. 

"F!C.C.K." (Devonport). Two-lever 
carburetter fitted to 7 h:p. Indian. 

"C.H.P." (Sparkbrook). 2| h.p. (two- 
speed) Enfield. 

C.P. (Tootinsl. — 6 h.p. Matchless twin, 
belt drive, reliability and control. 

"C.L." (Chtlsea). Two-speed Douglas. 


Stoney Brow was recently climbed by Harry Reed, mountei on an 8 h.p. Dot-Jap, from a standin 
three extra passengers. The gradient is 1 in 7 and t e surface shocking, as t-,e name impliei. 
pi.otograpA was taken at the hill summit, the in:et about half way up. 

star! wit I 
Toe larje? 


JANUARY iSth, 1912. 

A Chat with Mr. H. Collier, Sen. 

WE found Mr.' Collier at th' 
premises, 44, Plumstead 
Greenwich, two minutes' 
from Woolwich Arsenal 
It is not generally known that 
Mr. Collier served his country 
years ago by working at the 
big lathes in the naval gun fac- 
tory at the Arsenal. ills ex- , 
perience with " explosion en- 
gines '" therefore dates from 
early days. 

The new Matchless works 
should greatly facilitate the 
turning out of the 1912 models. 
It is a compact little fact(n'y, 
well equipped, well lighted, 
run on up-to-date lines, and - 
capable of extension — a real 
credit to the hard work of JMr. 
Collier and his sons, who might 
well share the motto of another 
famous business man, " Great 
oaks from little acorns grow." 
Unlike many other manufac- 
turei's, Mr. Collier is a heaity 
supporter Of races of all kinds. 
In 1902-3, Charlie and Harry 
were making rings round their 
rivals, at Canning Town, using 
a 2| li.p. De Dion engine slung 
in an inclined position on 
the frame — an engine which 
was tuned out of all recogni- 
tion. The two keen brothers 
learned their trade in the 
excellent school kept by 
Dame Experience, and now 
what they do not know about 
engine tuning, and making 

i new for that matter, is not worth talk- 
Road, mg of. - . - . 

walk 1912 Matchless machines are now 

gates. being fitted ' with Matchless engines. 

An impression of C. R. CoUier at speed on his 8 h.p. Matchless-Jap. 
It is interesting to nDte that this EnsMshman's speed of 91.37 ra.p.h. remains 
the fastest rije ever accomplisiied on a motor cycle. 

made by Messrs. J. A. Prestwich and 
Co. We mention this fact, because , it 
shows how much the Matchless firm has 
benefited by racing experience. Mr. 
Colher therefore seems to be 
thoroughly justified in what 
he says about the value oi 

" Where are France, Austria, 
and Germany," said Mr. Col- 
lier, " who gave up racing fivt 
or six years ago, and at the 
time they gave it up could 
beat us? We have never given 
up motor cycle racing, nor have 
the Americans, and American 
or English machines can safely, 
take on any Continental make." 
Asked about Charlie's pro- 
posed visit to the States, Mr. 
Collier said he was quite will- 
ing , for him to go, only he 
wisely insisted that the money 
guaranteed should be deposited, 
preferably with the Auto Cycle 
Union or some independent' 
party, before he would allow 
his son to leave the country. 
Whether or not he could go 
would also depend on the date 
of the Tourist Trophy- Race, 
and the number and date of 
competitions on the Continent 
this year. 

In conclusion, Mr. Collier 
told us he felt the motor cycle 
boom was only just beginning, 
and that in the near future the 
use of the motor cycle would 
be vastly extended. 

The College Patent Leather Mudshield. 

Beard, l;rown, and Co., College Street, 
Wolverhampton, tlie makers of the College 
mudshield, send free to all enquirers a full 
size model of the shield with samples of 
tlie leather of which it is constructed, and 
of tlie apron material. The model can be 
fitted up immediately by the rider, and 
by its means he is able to see at a glance 
how it adaplsitself to liis machine. 

A New Saddle, 

The Leatheries, Ltd., Sampson Road 
.N'orth, liirniingliam, has recently intro- 
(Inced a new motor cycle saddle which is 
called llie "Empire de Luxe." It is de- 
■signed to allow the requisite clearance to 
enable the saddle springs to fit over the 



A New Generator Holder. 

Samuel Hall and Sons, Ltd., Wrottesley 
Street, Birmingham, have introduced a 
new generator holder, which we illustrate. 
This holder is for use with any generator 
that can be held by side fixings. If it be 
wanted to fix a generator unprovided wiili 

A new dosii^n .spring saddle 
by Leatheries, Ltd. 

farrier and iiiiulgiiaid. 'Ihe incas.irement 
lietween the spring Imngorh is 7in., which 
gives an exlicmcly low |Mi,sitioii. 1''. A. 
)Mi;\ab used one <if thesi' .saddles in Ihi! 
Jiirminghani M.C.(,'. winter Irial to York 
and ha<:k on tlic 27Lh nit., when he gained 
u gold medal, and was placed first with a 
total error of Ini. 45s. McNab weiglin 
over 15 stoneH, so that I he jja(ldlr> was |inl 
io a severe practical (e»l. 

Automatic Carburetters. 

Mr. T. W. rattersall orove a five years 
old mount in the M.C.C. Exeter run, 
fitted wilh a Stewart-Pie. ision carbuietter. 
Describing his experiences, he says that 
the exhilaration of driving witli the throttle 
control onlj' is superb, and variations of 
road, sudden or gradual, have no eft'ect on 
the mixture, and the effortless feel of the 
engine is satisfying. Petrol con- 
sumption averaged between seventy and 
eighty miles per gallon over wet and 
heavy roads with a twin-cylinder engine 
(75 X 76 mm.) sidecar and passenger. 

Garage Accommodation in the City. 

Tliere have olten l)oen coinphniits al)ont 
finding accommodation for motor cycles 
and obtaining petrol in tlie City of London, 
and it is interesting to Jiote tlnit tin? New 
ilu<lson Cyele Co., Ltd., have moved to 
now and • larger premises for theii' 
London dejiot at 43, Gray's Inn Koad, 
W.(J. ( by Tlolborn 'Jown Hall). 'J'lie 
latest New ilnd.sori models are in stock, 
also spai'e parts and sundries. A lai'gc 
garage at the back will be exclusively 
devoted to the needs of motor cyclists, 
and as few firms hereabouts have i)e1rol 
licences the firm has made ari'angenn'ndi 
to Hupiily small ({iiantitics of nioloi' 
s|)irit 111 motor cyclists. 

the necessary side attachments in anj 
other jtlace on the inachitu' than where ii 
was originally intended a scries of band: 
ca,n be supjilicd by the same firm, which 
are nuiilo in all sizes from 2:]in. to 3iin. 
dianu'ter. The band in I he s'ictch is 3, in. 
diameter. The introduction of thcsi 
altaohmenta makes it possible to fit a 
genei'ator on any single tube of eithci 
motor cycle or sidecar. 


JANUARY i8tH, I912. 

THE MOTOR CYCLE.— (Supplement i.) 

Advertisements. 37 




The last word 
in comfortabl' 



Only one fto'tered, 
with the above result. 


iV« l^* ]jd 



in riding, no matter how rou^h the roads are, assured the rider of an A.S.L. No "^hof^ks 

of any kind are fel , both wheels being sprung. Tn'e machine can be driven in any traffic 

or country without removing the hand; from tie handle-bars. Other in erest ng details will 

be found in the A.S.L. booklet, po^t free on request. 

Hea.d Office — 3, Great Winchester Street, London, EC. 

Telegrams: *' InfreQueiit, London." Telephone: 1435 London Wall- 

Works : Corporation St., Stafford. Showrooms : G. N. Higgs, 31, Vsuxhall Bridge Rd., S.W. 

Telephune: 1215 Yiitoria- 




Note the neat disposi- 
tion of the air springs 
on front and back 



Only one entered, 
with the above result. 




You can ride for hours 
on end without dis- 


It does not make 
enough noise to annoy 
even an elderly lady. 


All parts can be easily 


Ask any Alcyon rider 
about this. 


Just think of our 
successes in officiil 
Reliability Trials. 

Greater than any other 
machine of same 

'Uhe motor cycle Jor 1912. 

Full particulars from 

Sole British Conccssionnaire ; 


31, Vauxhall Bridge Road, London, S.W. 

Telephone: Virtorin r?!-;. 

The RECORDS it Holds 

CLASS A.— 275 C.C. 

100 MILES. 
200 MILES. 






CLASS B.— 350 C.C. 

200 MILES. 





Highest speed, 45"7i m.p.h. 

The Alcyon also holds 
numerous prizes and medals 
won in open Hill Climbs, 
Races, etc. 

Although the engine is 
only 2 h.p., no Trial is too 
severe for the Alcyon. 

In answering these advertisements it is desirable to mention " The Motor Ci/cle." 


38 Advektisements. 

THE MOTOR CYCLE.— (Supplement, ii.) 

January- i»TH, .1912. 


Extra strong beads, 3-ply he-vy cnvas 
36/- per cover, 26 x 2] beaded. 

Catalogue free itom the makers — 





i4ih Ediiiofi, now on s^le — iuii of useful information, 
and well illustrated with original photoaraphs and drawiagj. 
Price 1 /- net. f-o5t free 1 /2. 


3rd Edifion, containing a multitude 01 useful hints on the 
repair and improvement of the motor bicycle. — Information 
on the quickest and most economical method 01 " tuning up.'* 
etc. Price 1/- net. Post free 1/2, 


An invaluable cninosnion to Tintor cylists. CarefnlV chosen 
routes with best surfaces are given tliroughout the whole of 
the British Isles. 

Price 1 /6 net. Post tree 1 J'S. 

ODtaina;jletroni"THE MOTOR CYCLE" O-fices, 20, T.jdoi' Si.. London, g.C. 


Can give prompt deliveries of 

"CLYNO." "BAT." 


Upwards of 100 second-hand Bargains. 

Note the following and write for complete list. 

igii T.T. TRIUMPH *« 0' 

1909 F.E. TRIUMPH ; *32 

1911 (late) 2-speed KERRY «42 

jgii T.T. JAniES, nearly new £36 . 

igio 2i h.p. Twin ENF.l'ELD £22 10 

1910 2| h.p. Twin MOTO-i<EVE £22 10 

\]i machines guaranteed. 

Ca.s-tle S-ti-ee±, OAROIFF. 

The 1912 4-wheeled Rnnabont. 


Our Synchronized System of Transmission 
(fully protected) gives wonderful results. 


Full particulars on application. 



^ Telephone — Midland 739. 

Teletrrams — " Runabout, Birmingham. 

ij o A • jLsL 9 It J. • Jl • 

The Lightweight Motor Cycle. 

2| h.p., 35 Gns. 2| h.p., 38 Gns. 

Sole Agents for Great Britain and the Colonies, 


Motorists interested in the 

camera will find this journal 

interesting and instructive. 

Every Tuesday— One Penny. 

/ n inisifi riiHi ihcxi- ailvcrttscmnila if i.« ilvii nihh- In iiniilwn " '/'he. A/til.or Cj/cle." 

January i8th, 1912. 

THE MOTOR CYCLE— (Supplement v.) 

Advertisements. 41 

1912 MODELS 1912 



Early Deliveries — Best Exchanges. 

TRIUMPH. 1909, 'WO speeds £37 10 

PHANOMEN. <! ti. p. uvin. two spends £35 

REX DE LUXE, 5 h.p., two speeds, 1909 £27 10 

REA, 3i h.p., M.O.V., low built £6 18 

■•■INERVA, I win 4A H.p. soring forks £16 10 

N.S.U., 4 h.p., single cylinder, new last 

Sept., ideal sidecar machine £27 10 

REX DE LUXE, 5 ti.p., iwiii, two speeds, 

handlest-irting, M.O.V., 1911 model .. £43 10 
REX DE LUXE, 5 h.p.. twin, two speeds. 

1910 £37 10 

'^EX, 3i h.p., spring forlcs, magneto, h.-b. 

control, igo9 model £22 10 

N.S.U., 4 h.p., single-cylinder, new 

two months ago '. £28 10 

REX, 3jh.p., igoS, =ipring forks, magneto, 

h.-b. control, beautiful condition .. £16 10 
N.S.U., ^i h.p., two speeds, magneto . . . £19 10 
TRIUMPH, 3J h.p., 1910, Clutch Model £38 10 
QUAUrtANT,35 n.p., magnelo.spring lorki £16 10 

PREMIER, 3.V h.p., new, 191 1 model £38 

tJ.S.U., 3* h.p., .M.O.V.. magneto tlo 10 

N.S.U., 3 h.p., M.O.V., Dice order £13 . 

REX DE LUXE, two speeds, magneto. 

handle starting, h.-b. control £22 10 

ENFIELD, 2i h.p., M.O.V., ace. ' ignition £9 10 

TRIUMPH, a'l h.p £6 10 

HOBART, 3 h.p., vertical engine, low .... jiii 10 
ROYAL STAR, 2J h.p., vertical engine .. £5 10 
KErtRY, 2^ h.p., 26in. wheels, vertical 

engine £8 10 

OLYMPIC, 3l h.p., vertical engine, 26in, 

wheels , £6 10 

PREMIER, 3I h.p,, 1912, three-speed gear £58 
PREMIER, zl h.p.. 1012. three-sneed gear £47 S 

QUADRANT, 3 h.p., vertical engine £5 10 



TWIN REX, air-cooled, belt drive, Fit-all 

two-speed gear £-|4 iq 

STEVENS 4. h.p., single-cylinder, air-cooled 

Roc two-speed gear, handle starting £14 10 

TWIN REX, 5 h.p.. air-cooled ^ £9 10 


DARRACQ, y h.p.. two-seater £15 15 

kKULt., i,^ p.p.. four- cylinder, five-seater, 

two speeds and reverse £27 10 

NUMBER, 54 h.p., iwo-seater, bucket 

seats, two speeds and reverse ...,,,. £13 10 

PH(ENIX, 6 h.p., two- cylinders, magneto, 
boods, screen, and lamps £56 


Beaded. Wired. Tubes 

16x2 17/- 16/6 9/6 

26x2i .... 18/6 17/6 9/9 

26x2i 217- 18/6 10/- 

28x2 .... 19/- 17/- 10/- 

28x2i .... 19/- 10/6 

26 X 2 11/6 26 X 2i 11/9 26 X 2^ 12/- 
28X2 12/- 28x2i 12/6 28 X 2i 12/6 
Carriage Paid. All Guaranteed. Prompt Delivery 

nn I SC E ULJVN EO u s. 

New Araac Variable Jet and H.-B. Control 18/6 

Ditto Second-hand 12/6 

Loriguemare, Minerva, F.N. Carburetters 4/6 

Good Rigid Sidecar 57/6 

Millford Castor Wheel Sidecar £5 q 

Long Handle-bars, dropped ends 5/6 and 6/6 

Coronet Silencers, up to 5 h.p 3/3 and 4/6 

New Handle-bar Mirrors 2 '3 

Gripskin Belting: Jin. 101, Jin. lid., lin! l/_ 
Wide Mudguards, 3in., 2/3 ; ^in-, 2/11 pair. 

Handle-bar Watches, witL holders 4/3 

New Sidecar Frame and Wheel 35/. 

Trembler Coils. 6/6. Plain .....'.' 2/11 

Powell and Haomer £1 Lamp 11/6 

i5 Guinea Lowen Sidecar £5 q 

Nearly New Coronet Sidecar £3 10 

New Fuller Midget Coils ', " 7 ^g 

New Footrests ' ', 9V5 

Booth's Motories, 

Keighley Mills, Bedford Street North, Halitax. 


;"JQ11J Triumph, soiled. £43: 2Jh.p. Enfield, nearly 
I Xt/ new, £31.-86, Fargate, Sheffield. 

DELITEET from Stock, 1912 free engine B-S.A-, 
1912 T.T. Ivy Precision, £45.-Betow. 

ROC. 4h-p., Roc 2-sreed, not rmi 250 miles, every- 
thing as new; bargain, £28.— Below. 

A Machines in stock.— We will buy, sell, or exchange 
fitJM —Parker. StanleV Garage, Westbrock St., Balton 
'Phone: 1348- 

1Q12 Eudge, fixed engine model, in stock; £48/15.— 
•*-*^ Eedferu's. \vestgate, Eotberliam. 

LIVERPOOL Official Agents for Humber and Dot 
Henry Whiilock and Co.. 40. Hope .Si 

31.h.p. Magneto Eilev, E. and B-, ^"liittle. Palmer 
2 cords; £16.— Eobert-3, 14, Avondale St, Colne. 

"I Qll Triumph, free engine. little u.sed, perfect; £46. 
Xtf — Holiord J^nes, 9. Westbouxne Ed.. Birkdale. 

LATE 1911 Eud-e, free engine, like new; £'48. or 
near&it offer.— Eedfern's. Wertgate, Eotherham. 

1012 Clutch Triumph, brand new, makers' specifica 
J-*-' tion; what offers?— viilkinsou, jun.. Wnefelgate, 

1 QlOi Bradbury, in splendid condition, just been over 
»-*/ hnnled; a bargain, £33.— Stanley. 63, Piccadilly, 


CLYNOS and Eudge.', Thulti-speeds ; deliver March . 
book now tj secnie. — Smitn, Motor Agent, Hor 

j^^EIUMPH, 2ih.p., low, big lamp, spring forks. B 
A and B. : photo; £11/10-— E. Frank, Copmanthorpc, 


3ih.p. Minerva, magneto, everything, h.b.c- ; £16; ex 
2 change good lightweight.— Sparrow, 32, St. MaryV, 

>ii-p Bradbury, maErneto, h.b.c. Ainac, good tyres an'; 
•--> belt, fast, reliable; £12/10.— Gandy. Heathfield. 

1 Qlli Moto-Eeve, 2Jh.p-, twin, new tyres and belt, in 
Ai' excellent condition; £29, or exchange.- 17, Peel 
St.. Accrincton. 

3ih.p. 1909 Premier, good condition, all accessories: 
2 what offers?— Evans, Hoghton Hall. Hoghton 
lear Preo;ton. 

P. and M-, August, 1910, very little used, with Pide 
car: £50. without £42— Windemer. 4, Eoyal Par 
ade, Harrogate. 

PEE3TOX.-3idecars.-The right thing at the right 
price; 12 different models; your old sidecar taken 
n part exchange. 

pEESTON.— Sole district agents for Zenith-Graduas. 
' .Tap-Eex, Ivy-Precisions, etc. ; exchanges our 


PEESTON.— Note address for anything motor cyclish. 
the Motor Cycle uouse, 82a. Fi&hergate (next dooi 
to Fishergate Post Office). 

DOUGLAS, Triumph, Humber, splendid second-hands; 
exihan'?es.— Parish, Bradbury and Douglas agent. 
Preston. Sidecars. 

DOUGLAS 1910 Lightweight, complete with all ac- 
ce5.-;orie3. perfect condition; bargain, £20.— Simp- 
son. Thome. Yorks. 

1 Q09 33h.p. Twin Premier, less front cylinder, in gcod 
J-*J order othenrise ; £12.— No. 9,352, 'Ihe Motor 
Cycle Offices. Coventry. 

1Q12 Standard Bradbury, in stock, £48; early dc 
-Lif liveries of Triumphs and Matchless motors — 
Cross, agent, Eotherham. 

HALIFAX.- 1912 Bradbury and Eex motors; prompt 
deliveries; liberal exchanges.— Write now. Motor 
^xchanfre, Westgate, Halifax. 

BEADBUEY. in perfect order, all accessories; trial 
mn arranged; £26. or best cash offers— Windei 
Bros., Woodhouse St, Leeds- 

1 fill Eex, 3;h.p., brand new, never been run yet, 
X */ everything as per manufacturers' specifications : 
£33.-17. Peel St.. Accrington. 

DOUGLAS, 1910, splendid order and condition 
spvpral ^p^re*. valves, etc. : £29.— Box No. 9,345. 
The Motor CycZe Offices, Coventry. 

PHELON and Moore. 1911. Colonial model, perfect 
conuition. £52; Milltord radial castor sidecar. 
£8.— Byrom, 50. Albion St., Leeds. 

SJLh.p. Triumph, 1908. with accessories, condition 
2 like new, £24; also Douglas, 1909, £21, perfect - 
mTi<5t sell.-168. The Moor. Sheffield. 



of Coronet Sidecars proves conclusively that you 
cannot buv better. ' We have the plant and experi- 
ence," and know what is^equired.- Why experiment 
with freaks and unknown makes, to your cost ? 

Model P..— £7. 

Model D. — £i 1^:5. ttd. 

I7isii-vctivc Coialogve post free, giviny 
iUitsiraiions and full particulars of all modeta 
of Coronet Sidecars. Every model certain to 
satisfy and save monei/ for buyers. FxUi of 
improvements Quick detachable joints. 
Latest car pattern mudguards. fVicker, catte, 
or coach-built bodies. Chiia's reversihle seat. 
Excellent upholstery. 

NOTE front arm which grips main tube of sidecar, 

which is the only, correct mechanical method — 

nothing lopsided about this attachment. 

Delivery Irom stock to suit TRIUMPHS, 

N.S.U.*s, KEXES. P. & M.'s, BRADBURYS, etc. 

Discbunts to Agents. 


5/- each. 


New Dunldps, 2ax 2 ^iid ^\, wired edges . . 10/6 

Dunlops, 28 X 2, beaded, heavy treads 14 /S 

24x2 and 2i Beaded Clipper Covers, new .. 8/6 

Best Quality Butt-euded'Tabes .'.... 7/9 

.150 New Tubes 2.6 x 2:^^. 5/11 

Kubijer-studded Covers, best make 25 /- 


4 h.p. Twin N.S.U. , with Bosch gear-driven 

magneto, brand new ix im makers £11 10 

4 h.p. Twin N.S. U., with magneto £9 

3J h.p. N.b.U., M.0.V. .; £3 10 

3 h.p. FAPNIR. silencer, etc. £3 10 

4jh.p. BUCHET. water-rooled £6 15 

9 h.p. DARRACQ, water cooled £9 10 

10 h.p. CLEMENT, two cylinder £9 10 

3* h.p. REX, MO. V -. £3 10 

4i h.p. PRECISION, new 1913 Model £13 10 

13 h.p. Minerva £1 8 i 2A h.p. De Dion £1 15 
3 h.p. QuADR.-^NT £3 1 2} h.p. Minerva £3 5 

E,\changes entertained. 


V\ e have a large stock of the best makes irom 
59/6. ^ cur old coil and ace. taken in exchange. 

Tel. 1062. 

09 Sih.p. Minerva. Bosch, new Dunlop belt, 1911 

cylinder and piston, perfect: £18/10-— E. Ogden. 
65. Hampden Grove. Patricroft, Manchester. 

-|Q11 B.S-A.. LM.C. free engine, Auto-Yaria pnllej 
Xt7 Fultcrd Herild rtide-ar. new Rora. new Dunlop 
belt, firrt-class condition; £48— W- Potter, Thirsk. 

1 QIO 2ihp- J.A-P., Simms magneto, 1911 B. and B 
X«/ carburetter, 1912 Lyso saddle, Dunlops. low posi- 
tion, fast, perfect; £25.-48, Park Grove, Barnsley- 

31h-p. Brown, accumulator ignition, new back cover, 
2 leather belt. lamp, splendid running order- £14' 
or offer.— Oowalt, 22, Herbert St., Whitworth Park, Man- 
chester. , I 

In answering these advertisements it is desirable to mention ''The Motor Cycle.'* 


22/- and your carb. secures a new B. and B. 
with h.b. control. 

30/- and your carburetter secures anew Amac 
wtth variable jet and h.b. r/-ntrol. 
Delivery per return. 



iHE MOTOR CYCLE.— (Supplement VI.; 

JANUARY ima, ^9X2. , 

£6 Cs. model less apron. £6 6s. model witli apron. 

£7 7s. mociei. £8 Ss. moQel. 

26 X 2i Michelin tyres. Double Cee Springs. Wide 
mudguard. Three-point suspension. Dropped bearer 
bar if desired. Double slove enamelled. 
Guaranteed twelve months. Need we say more ? ? ? 
NOTE ! ! ! Our £8 Ss. Model weighs 78 lbs. only^ not 
betiveen i and 2 cwts., as suggested. 

We have the under-mentioned dates open for de- 
livery for vanous 1912 Models. 


RUDGE, 3J h.p., standard EK-stock 

RUDGE, 3A h.p., clutclr ...... Ex-stock 

RUDGE, zl b.p.. niiilti-speed March 

ZENITH, si h.p., Gradua gear Ex-scock 

ZEniTH, 6 h.p., (.radua gear Jan. 25 

DOUGLAS, 2i h.(>.. M-.<lel K "E.\-siock 

DOUGLAS, 2|-h. p.. -M.Hlel G iWarch 9 

HUMBER, z h.p.. v^peed Ffb. 

ROVER, 3* h.p., ..-iu'ch nuidH Feb. 

NEW HbO'SON, 3ft I' P-. 3 >Pffd 1-Vb. 

BRADBURY, j| h p., standard Ex-stock 

BRAUBURY, N.S.U. 2-sprfd If b. 

BRADBURY, cImiq drive, 2-speed .... March 

ENFIELD, sidecar combination j-eb. 14 

INDIAN, 7 h.p.. 2-speed Ifb. 19 

MORGAN Rundbi.iit Feb. 20 

BAT, 4 h.p., 2-speed March 25 

BAT, 6 and 8 h.p . two speeds April i 

SCOTT, il h.p., twn-stroke April 25 

A.J.S., 5 h.p., chain drive. 2-spccd May 20 

HUMBER, ij h.p., two speeds June i 

REX, 6 h.p., sitlette From stnck 

REX, 4 h.p., De Luxe Kx-stock 

REX, all other models 10 days 

CLYNOS (Halifax stocks only) Feb. 

A.C. Sociables March 14 

1912 MODELS. 

We have the under-rrifutioned machines for dates 
as below 

1912 34 h.p. Clutch RUDGE Ex-stock 

iyi2 3j h.p. Tourist RUDGE Ex-stock 

1912 6 h.p. ZENITH Ex-stock 

1912 3A h.i). ZENITH Ex-stock 

1^12 ENFIELD, sidecar cMiibination ., |an. 30 

1912 34 h.p. NEW HUDSONS, 3li ).iii. 15 

lyrz 3A li.p. standard BKADBURY .... 

1912 23 h.p. DOUGLAS, Model K J.iii. 15 

19127 h.p. INDIAN, 2-spc.'d I-eb. u) 

1912 22 h.p. 3-spocd.T.r. HUMBER .... March 15 

1912 il h.p. 2-^pccd HUMBER M.irch 15 

1912 3ii h.p. Clutch ROVl£.{ M.irch 18 

1912 3l h.p. 3-spe(:d ROVER March 20 

1912 8 h.p. MORGAN Runabout March 9 

1912 6 h.p. A.C. So( iabli: M.irch 14 

1912 34 h.|j. BRADBURY, chain drive March 21 

1912 34 h.p. BAT, 2-^pi-ed March 25 

All dates subject to being still unbooked. 

• CASH OR excmamge: 


• 36 Qt. Portland St. LONDO^' ^" 



IQII Bradbury, free engine. £35; 1911 New Hudson. 
±0 free engine, £35; 1909 Bradbury, £16.— John- 
son, 114. Cambridge Rd., Southport, New Hudson ageni. 

LIVEBPOOL OJflcial Agents for Bradbury, Zemtb, 
Singer, Rex, Clyno, Mcto-Beve; delivery from 
t*tock.— F. C. Jonea and Co., 3, Redcrose St., Liverpool. 

HALIFAX.-New 1911 Rex Tourist and de luxe 
models, in stock ; discount for cash, or exchanges 
literally dealt with. — Motor Excliange, Westgaie, 

INDIAN. 1910, 5h.p., P. and M. 2-spced gear, foot- 
boards, nice contlition, run 2,000; £42; exchange 
lower power and cash.— 1 5. Bradford Street W est, 
1Q102 Triumph. 2.000 odd miles, carefully used, ap- 
I X*/ pearan<-e and condition a^ new, £3 worth sparer; 
I nearest £37/10.~No. 9,321. Ihe Motor Cycle Offices, 

1Q11 Bat, 8h. p.,. complete, with lamp, horn, tools, and 
X«/ spares; all a? new. bonght. September, done 1,000 
miles; only £46.— Cliaa. Taylor, 73, EDlngham St. 

SEE, Write, or Wire, Geo. Merrick; he's the man for 
Bradburys'; , in stot-k, Riidge, B.S.A., A-J.S.. 
X 3-U., and runabouts.— Merrick's Stores, Lieterhills, 
lUudford. Tel.: 2439. 

("CLYNOS.— Call and inspect new model, with Clyno 
-* sidecar, .veara ahead of all, other sidecar machines; 
order now, booking up fast.— Potter, tUe Clyno man, 
Leicester Grove.- Leeds. 

SPLENniD Opportunity.— 1911i 3ih.p. 2-speed handle 
starting Huuiber. lamp, born, tools, guaranteed in 
AI ecndition, eplehdid sidecar machine; accept £35-— 
.Uillanis, (.iri:pcrs, KotJieriiam. 

ROYAL Enfield, late 1911, 2-speed moclel, brand new, 
offers invited: sole agents for Triumph, New Hud- 
son, Rudge, Enfield; prompt deliveries of ail models-— 
Wardmaufi, Princes St-. Harrogate. 

LIVERPOOL Agency for Triumph and Matchless 
Motors. Hiti-hinff6, Ltd.. T4, Bold St., Liverpool, 
the pioneers of motor cycling in the North. It will pay 
you to deal with Hitchmgs, Ltd., an old-establitibed 
firm of highest repute. 

HITCHINGS. Ltd.. for Triumph and Matchless 
Motors ; any make supp'ied on most favourable 
terms : exchanges arranged ; absolute satisfaction and 
I'ourteouf* -lerviLe a.^tiured by dealing with Hitchings, 
Ltd.. 74. Bold St., Liverpool. Established over 30 years. 

Bargains.— Bradbury, shop-soiled. £39; 2ih.p. 

2-[^peed FN., in splendid order. £32; SjU.p 
Premi'-r. run 150 miles, £33; 14-guinea Millford castor 
raue sidecar, hardly u^^ed. £11'5.— The Brigbouse Motor 
Agency, Bailifle Bridge, Brighouse. 

EARLY Delivery 1912 Zenith. P. and M.. Scott. 
Bradbury, Matchless. A..T.S.. and Douglas, Mill- 
ti'rd ''idecars with noibrown bodies; 1911 3;h.p. tirad- 
bury. 2-siieed. aud cane riidecar. complete. £46'10.— WJ-' 
.w6 Cu., 5. Cheltenham Parade [2 doors from Opera 
House). Harrogate. 

CALTHORPE. 1911. Precision engine, 33h.p.. B. and 
B farliuretter. Umid spring forki^. Si nuns mag- 
iifti.. Bnioks fiaddle. Huti-hinson tyres, special toolbags. 
1 ijuTf'uts, onlv been riitoon 500 miles, magnificent tdiow 
umL-liiiie. <pares, coat; £40, or near cfEer.— Rycroft, Bower 
St.. ilarroL'ate. 

^■rfl'EEH 1911 Rex de Luxe, S^h.p., 1912 engine im 
'W provements. Kempsijall back, metal ■«tud front, both 
upw, 2vin.. Rey exhaust whistle. Miller mud ihif-ld. Lou- 
dou-Kseter; exiiminatiun invited; £42/10 
Nidecar if required; excuauge S-r^peed lightweight and 
i.;ash.— Stuart- White, Chestnut Av., Cro;6gates, Ltede- 


Carnarvon, Denbi^li, Flint, Cheshire, Derby 

Stafford, Shropshire, Montgomery, and 


IQll F.E. Triumph, Palmer covers, tube, and Lyso 
■M.*^ belt, new, al(50 *iidecar. 

IQIU 2ihp- A:J.8., belt drive, new Dublop complete 
-i-*^' tyre, all .sOund- 

"flOll.^ 3'h.p. James, 2 handle-bars.— Hussejr, Vine St-. 
!LU Stafford. 

3 h.p. Brown, pood order; £10 cash, or exchange; trial- 
— Joncfl. Uore St., Lichfield. 

Bib. p. Ruvur, Iroe en^'ine, new 4 months ago, perlei;t 
3 luiidition.— J. COolte, Sandbach. 

13,h.p. Minerva Motor Cycle, in jrood running order; 
4 fT.-Evoritt's Garuge, Droitwirh. 

2 h.p. 1911 HumhtT Lightweight, na new, eoniplete 
lump, horn, wtand. nirricr, and tools; bargain, £25. 
— Evcritl's Garage, Droitwu^ji. 

I'lMUMI'H. lyil, 5 iiiunths old. perfect condition; 
-i- £43 -C. White lytulge, Broiulicirough, Chtt^hiro. 

TUIUMI'H, 1910 model, "plendid order, Clincher tyrce. I 
complete with accessories; £33. bafijain.— Moss, I 


MATCHLESS, 6h.p., 1910, double lubrication, i 
ovcrhaulod, perfect; any triul; £32.— Poole, H. 

lay, Biilup. 


01. hp. Quadrant, Bosch, h.b.c, Pprinf? lorlrs, tiiltea 
♦ >2 sidwmr, perfect running order; £19,-34, Warner I 
St.. Durby. ' 


To prevent any misunderstanding, we may here 

say that all goods are GUARANTEED and sold as in 

good running order and condition. 
We caimot treat fairer, and it is a much better 

way than sending your orders miles away by post 

and getting the dissatisfaction that is bound to 


A selection from our list of good reliable second- 
band machines : 

DOUGLAS, 1911 model, Model E, two speeds, 
spring forks, Bosch magneto, good tyres, 
like new £36 

PREMIER, 1910 model, 3I h.p., twin, Dunlop 
tyre-s, Bosch magneto, very fast, and suit 
sidecar £32 

N.S.U., igio model, 3! h.p., magneto, good 
tyres, handle-bar control, spring forks, con- 
dition as new £28 

CALTHORPE, igri model, sHi.p., Precision 
engine, Hutchinson tyres, not done 1,000 
miles, magneto, handle-bair control ...... £36 

REX, igri model, 5 h.p., tourist, condition equal 
to new, M.O.V.. spring forks, B. & B. car- ' 
buretter, handle-bar control, Bosch .mag- 
neto, Rey whistle, trials machine, and gold 
medal winner .' . -£35 

REX, 3i h.p., igii model, like new, cone clutch 
model, onW used 100 miles for ti-ials, perfect £38 

V.S., 1910 model, 7-g h.p., two speeds, Nala 
gear, Truffault spring forks, finislied creara, 
Bosch magneto, very fine sidecar mount, 
. just been thoroughly overhauled £39 

SCOTT, two-stroke, two speeds, free engine, 
spring forks, Palmer tyres, water-cooled 
head, spring footboards £25 

MATCHLESS, igio model, S h.p., side valves, 
J.A.P. engine, car tyre rear wheel, cream 
fimsh, very fast, admirable sidecar mount, 
special price £35 

REX, igo7 model, 5 h.p., twin-cylinder, free 
engine, spring forks, enamel and plating as 
new, a bargain £16 

N.S.U., rgoS model, 5^ h.p., twin, very low built, 
magneto, two speeds, free engine, admirable 
sidecar machine £26 

HUMBER, 1911 model, 3I h.p., two speeds, 
free engine, handle starting, had very little 
and very careful usage £37 

F.N., igog model, four-cyUnder, spring forks, 
Bosch magneto, shaft "drive, complete with 
rigid sidecar, fine turnout £30 

REX, igo8 model. 3I h.p., two speeds; handle 
starting, Bosch magneto, spring forks, fine- 
sidecar mount . '. , £22 

N.S.U., igoS model, 3A h.p., very low built, 
spring forks, magneto £20 

PHOENIX, qu;id car, iS h.p., Fafnir engine, two 
speeds, wheel steering, reverse, Bosch mag- 
neto £30 

V.S., igo8 model. 5 h.p., twin, just been over- 
haulfd, TruHault forks, Bosch magneto, for 
spot cash £25 

PEUGEOT, 7-g h.p.. very low built. l3osch mag- 
neto, p;Hi seat, 2jin. tyres, very powerful . . £26 

ARIEL,v lyio model, 3J h.p., free .engine. 
M.O.V., Bosch .magneto, very fine solo mouqt £30 

REX, sidette, igii model, 7 h.p., two >i eeds, 
Bosch magneto, hand.e starting, coach-bui.t, 
sidnrar £52 

HUMBER, igog^ mod 1, 3J h.p., two spc< (I9, 
hanrlle starling, vcrv fine sidecar mount . . £31 

.REX. iMii model. 7 h.p., two speeds, handle 
sliiriiiig. spring forks. Bosch magneto, very 
title sidecar umunt £49 

MINERVA, 4i'hp- twin, M.O.V., steel-studded 
rear tyre. S|iring forks, jusi been overhauled, 
plated and r»-enamellpd j . .1. . £21 

TRIUMPH, igog model, magneto, spring forks, 
very line solo mount £30 

REX, i'joU, 5 h.p., 2-spped, De Lu.xe, magneto, 
s.[>ring forks, complete with sidecar £31 

TJX.C, igii muLlel. 7 h.p., four-cylinder, thrfo 
speeds, haudk* starting, worm drive, magneto £45 

TRIUMPH, iijog model. 3A h.p.. two speeds, free 
engine, Bosch magneto, complete with Lucas 
lamp. MilUord sidecar £49 

REX, r»;io model, 5 h.p., two speeds, magneto, 
spring -forks, very fast and good sidecar 

m.tchine £40 

We have numerous other machines for disposal. 

Send us your reriuinmicnls. Cash or exchange. 



U O l>l o o n w 

Te'Cbroioe "Abdtc^te" Loiidoii 

( LISTS p>osx rreie:) 


In answering thcsa ad uerlisemunts it if dvsirahlc to mention "The M'otor Oycle.' 

JANU.4RY i8TH, I912. 

THE MOTOR -CYCLE.— (Supplement ix.) 

Advertisements. 45 

% 6 

I In the Front Rank.! 



mcdel3 : 
or ex- 

1 Q12 Bradburys, standard and free engine 

At-' delivery January; cash, easy payments 

change— Willmott Bros-, Norwich- 

1 Q12 Centaurs, 2Jh.p. twin, in stock, £42; torpedo 

J-tf Precision, 2ih p., £37; eidecara, £6/6.— Wilhnott 

Bros-, Norwich. 

NEW HUDSONS, Premiers, Humbers. B.S-A— For 
early deliveries and exchangers, see T. H. Nice. 
Bury St. Edmunds. 

.soiled only : 

g from 5 guineas. Quick detachable fittiogs ; g 

g pricker, white cane, or coach-built bodies ; wheels 1^ 

9 supported at each side ; special gauge tubing, % 

g and all improvements. Let us quote you. 5 

r WHY I 

S do our sidecar springs resemble a woman ? (See % 

Q next week's "Motor Cycle" for answer.) % 

i . B 


s -^ • % 

I Delivery of RUDGES, CLYNOS, I 

I ZENITHS from stock. 1 

S Write us immediately. % 

i ■ a 

9 RUDGE, free engine, rgii, ia splendid % 

% condition throughout, as new, Palmer % 

§ Cord t\Tes £45 % 

la BRADBURY standard igii model, un- <g 

% scratched, beautiful condition £39 ?i 

% RUDGE racing model, igir, all improve- ^ 

fg ments, very speedy, first-class con- % 

■a dition ." £40 % 

% N.S.U., A-h h-P-. twin, 2-speed gear, Bosch % 

% magneto, very fast £24 ft 

% N.8.U., 3? b.p., igo8, magneto, h.b.c, good % 

% and sound throughout £21 % 

S NUMBER, 3I h.p., 2 speeds. Bosch mag- % 

% neto, handle starting, free engine, etc. £29 % 

i K.S,U., 3 h.p., magneto, N.S.U. patent ^ 

S carburetter, very good tyres £18 Ig 

% REX, 1911, brand new, twin, all improve- % 

% ments, standard £38 % 

?l REX, 5 h.p., 1909, spring forks, adjustable 1^ 

% pulley £26 1^ 

% REX DE LUXE, igoo, 5-6 h.p., 2-spced ^ 

% gear, variable pulley, springs £33 % 

% ■'- REX Speed King, 3^ h.p., especially built ig 

% for the Isle of Man Races, chaiu drive £25 % 

% REX DE LUXE, 5 h-P-. Bosch, twin- % 

% cylinder, handle starting £28 % 

% RIP, Peugeot engine, low built, racy £12 1^ 

Ig LLOYD'S, 2 h.p., smartly finished £8 ig 

^ ADVANCE, 6 h.p., magnelo, twin-cylinder, l§ 

% B. ami B. carburetter £18 % 

§ PORTLAND, Peugeot engine, 3* h.p.. 1911 § 

% model, Bosch magneto, rubber non- % 

^ skid t>Tes,_little and carefully used .. £32 % 

% REX, 5-6 h.p., 1911, M.O. valves, 2 speeds, % 

% ' free engine, special built sidecar, very ^ 

% ■ luxurious £42 10 l^ 

P| HUMBErt, 3^ h.p., Roc 2 speeds, handle B 

% starting, and free engine £34 ^ 

S REX DE LUXE, 5-6 h.p., 1909, 2 speeds, % 

^ variable pulley £38 ^ 

i MINEAVA, Sh.p.. Roc 2 speeds, handle % 

% starting, torpedo tank, grey finish, all [^ 

§ improvements, Mills-Fulford sidecar . . £47 10 % 

g PHELON & MOORE, 190Q, 2 speeds, handle % 

% starting, complete with sidecar, con- ^ 

% dition throughout as new £45 % 

g QUADRANT, 3^ h-P-. good sidecar £15 1^ 


late 1911, standard, quite new, ehcp- 
best ofier accepted— Belmont Motor 
Co., 96. King St-, Cambridge- 

3a.h.p. Minerta, excellent order, for cash, or exchange 
4 with cash lor 5 or 6h.p-, free engine, suitable for 
sidecar.— Crouch, Sutton St. Edmund, Wisbech. 

TEIUMPH, 1909, carefully used, recently re-bushed, 
1911 piston, Xl'all saddle, speedometer, watch, and 
new Palmer; £30.— E- J. Bauyard. East Kd.. Cambridge. 

NEW F.E. Triumph, in crate, just in; Sjh.p. new 
Rover, fitted with Triumph clutch: exchange 

or 2-speed Douglas.- Triumph,' agent, 


Triumph. Indian, 
King's Lynn. 

12 L.M-C. Motor Cycles; immediate delivery; trial 
luns and interriews bv appcintment.— W. E- 
Sneezum. 14, i'ore iSt.. Ipswich, bole agent Ipswich 
and district. 

B.S.A. ! B.S.A.! B.S.A.I — Early deliveries of all 
models of these celebrated machines; second-hand 

machines part payment. - 
agents. Ip-wich. 

-A, F. Garnham and Co., sole 

iqil Jap-Cljatej;Lea,_4h.p^, £37/10; 7-9h.p. Peu- 

geot, Chater-Ifta. Nala 2-speed, art cane 
€62: lifip. Mot sacoche, perfect conditiou, £11. 
motorist, Tlietford. 


Collier's Motories 

Westgate, Halifax, 



Early deliveries of 
1912 Bradbury machines. 

Bradbury 2 

Exchanges Quoted. Distance no objection. 

1911. lamp, 
free engine, 
Mitson'tf. Welling- 

IQIO 3ih p. Premier, only used during 
XiJ horn, £24, bargain; 1912 etandara 
and TT. roadster Triumph in stock.- 
ton St., Newiuarket- 

Genuine New Hudson, new tyre and tube on 
back, spire engine parts, low and comfcrtable, 
|ex<elleit rondition, guaranteed; £10-— Lambert, Beccles 
|Rd.. Bradwell. Gt. Yarmouth. 

1Q11 Triumph, perfect condition. 39 guineas: 1909 
XU T"- ■ p M' Pidid rrdPF. 30 Kuineas: 1911 2i 
h.p Enfield: two 3jh.p. N.S-U.'s cheap; He Dion, good 
running order. 6 guineas.— Lambert, Thetford. 

immediate delivery ; cata- 
W. E- tlneezuin, 14. Fere 
it. Ipswich- Sole agent Ip "i h and di^irict. in luding 
Felixstowe, Walton, Wrodbridge. Melton, Wickham 
Market, Framlingham, Needham Market, etc. 


I C|12 LMC. Motor Cycles 
J-*/ logut anu best terms.- 


deposit and 10/- weekly secures — 

Magneto Triumpti S25 10 

5j h.p. Twm Kex dc Luxe, mag. . . t24 10 

i-our-cylincler F.N., mas{neto £19 19 

3! h.p. Magneto Rex S19 19 

Twin Moto-Reve S19 19 

F.N. Ma?neto Lightweight £19 19 


Worcestershire, Herefordshire. Radnor, Breck- 
nock, Monmouth. Glamorgan, Carmarthen, 
Cardigan, and Pembroke. 

WOLF. Ish.p-, perfect; £11. or nearest offer; ap- 
proval, or trial.— Hurley, Felinfacli, Tondn. 

ARIEL. 3jll.p-. 1911, free eiiinne. variable gear, 
splendid condition.— youus. ly, Priory St., Dudley- 
reliable; £10. offers; ivanted 
or modern machine-- Elcoct. 

2 3.11. p. Pebok. low, fast, 
4= Sih.p. Precision, 


igii Twin two-speed REX DE LUXE £47 10 

u p 1 win ZEDcL, boscb, a. and c, spring locks £29 10 

ujio'; n.p. IwinREX, M.O.V £i7 JO 

FAFNIR, Bosch, h.b.c, Indian red, Druids £19 10 

i.iaiieui rKlOMPM, spring lorks, very smart £25 10 

Twin REX DE LUXE, and Montgomery Sidecar . . £25 

,EA, loio 3H1.P., -hotstuB" "! J? 

jl h.p. Two-speed Twin REX DE LUXE £27 10 

-," b.p. ri;lo iwm KEX, special machine £2J 10 

1 '. h.p. Four-cvlinder F.N., magneto £19 19 

'J h.p. KERRY, runs well, spring lorks £10 10. 

■ 10 rl h.p. r.T. REX, verv fast £27 10 

TRIUMPH, 1908, very good £S8 10 

i,.o. nOMBEP.r-h.iMi 'n e .£7 10 

1909 31 b.p. REX DE LUXE, two speeds £32 10 

Ma^iieu' ivfcA, sprmt; [urKS 122 10 

ijoo 3* h.p. 

: forks 

119 19 


% 1911 Brow-n and Barlow Carburetter 25/- 

%' Mills- Fulford Sidecar, iu splendid condition £5 

S Farrar Sidecar, torpedo shape £3 5 

% New Fuller Midget Coil . 7/3 

% Wide Mudguards, sJin., with stays 2/3 

% ., „ 4in. „ 2/11 

^ Long Handle-bars, dropped ends 6/- 

?i Miller Sidecar, quick-detachable lugs .... £4 5 

S Portland Sidecar, eis new £4 10 

ft New Goggles, usually sold at 2 ,'6 1/6 

15 New Bosch Plugs 3/6 


g Victoria Motor House, 


S Telephone — 435 National 

f Telegrams—" SCOTT, Powell Street, Halifax." 

TEIUMPH, 19104. splendid condition, will ride 40 
miles to purchaser; £36.— The Stocks, Suckley 

FOR Earliest Deliveries of Triumph. Humber, En 
fields. Singer. Premier, apply at once, Griffiths, 
Cycle Emporium. Llanelly. 

MOTOEEVE ih.p. Twin, late 1909. magneto, Con- 
t.neutal front. Clincher baik. running crder : £18 
— R. S. Lucy. Areley House, Stourport. 

3h-p. Quadrant, low. long bars, spring forks. 1911 
B.H- carburetter, new tyres, spare outer and valves, 
perfc-jr condition; £3; offers.- Kernick. Cwmbran (Mon.) 

12 Free Engine Eudse, never used, registered : 
£52/10. or near oner- selling through illness.— 
Bfx No. L5.642, Tlic Motor Uncle Offices, 20. Tudor St.. 

TRIUMPH, 3ih.p., clutch, late 1910. bougit new 
April, 1911. usual spares, best Lucaa lamp, engine 
and frame excellent; £40.— Jones, Eagle House, Stour- 
bridge. . , 

PEEMIEE. 3<h.p. F.E.. 1911 as new; Lucas 60/- 
lamp and 23/- horn; cost £58/10. accept £39; ex- 
pert esaiuination invited.— Box 9,336. The Motor cycle 
I OSices. Coventry. 

3;h.p., 191?-12. with or without N.S-U. 2- 
gear, condition equal to new ; price with 

spares and gear, £48: without gear £43.— No. 9,041, 

The Motor Cycle Offlces, Coventry. 

ENFIELD Twin. 2r;h.r., 1910. £19; Minerva, lib.p., 
£3; Clement-Garrard. £3/10; Humber tricar, " 
water-cooled, 2-speed. tyres good. £19: 1912 free engine 
B.S.A., in stock.— Ivor Eoberts, Oxford St., Swansea. 

,007 3J h.p. Maeneto REX, spring 

I J h.p. WOLF Lightweight, h.b. control £12 10 

<J h.p. Tourist KtX, Grand new £2J 10 

igio Twm «eX DE LUXE, two speeds £42 10 

Vevv Twm REX, cantilever seat 36 Gns. 

Twin REX DE LUXE, and Sidecar £27 10 

VIOTO-REVE, magneto. Druids £19 15 

iHOTOSACOCHE lightweight "* 12 

3J h.p. MINERVA, M.O.V £14 10 

r.n. LiglilweighL. .magneto, spring lorks 119 19 

?EX, iS h.p. spring inrlis £15 10 

rgiisih.P Tourist REX £32 10 

I'll Twm REX DE LUXE £46 10 

1911 Single-cyimdc] Two ,ijeed REX, 300 miles . . £32 13 


Brand New 1911 3* h.p. Tourist REX .... 43 Gns. 


1911 zf h.p. 2rspeed REX Junior 

1911 3i h.p. tree-engine REX ... 

1911 3i h.p. REX OE LUXE ..... 

50 Gns. 
48 Gns. 
57 Gns. 

Also 1911 New 2-speed Twin REX 
DE LUXE as per illustration .... 

TEIUMPH. February. 1910. 3Th.p. free engine motor 
cv"'e. b.b-C. magneto, nearly new Fit-all 2-speed 
S I gear. Palmer cord tyro, and Herald sidecar, £43 . cycle 1 DiSCOUKt tO CaStl BUyeTS. 

60 Gns. 

¥1 land 'sidebar separate. £39/10 aud £3/10. 
"~ I solicitor, Llanelly. 


Exchanges entertainsd. 

/n amivcrina these ad-vertiseinenU it is desiralle to mention "The Motor Cycle.' 




THE MOTOR CYCLE.— (Supplement x.) 

January i8th, iqi^. 


Gloucester, Oxford, Buckingham, Berks 
Wilt«, and Hants, and Channel Islands. 

Pond M., 1909. perfect conditiou; f 35.— Yeoman, 
Bernard. St-, South am pton. - 

1j11:LES and Eyios, now Motor Garaj^e, 113, §t. 
-t-J Aldate's (opposite the 'I'own Hall), Ox'ford. 

EYLES and Eyles.— 41i.p. Indian, free engine, perfect 
fonditiou; £44. 

ETL^S and Eyles. ~7-81i-p. Indian, free cuKiiie, "with 
sidecar, perfect conuicion ; £60. 

ETLES and Eyles.— 2*b.p. Douglas, perfect condition; 

EYLES and Eyles.— 3ih.p. Pieniier^ perfect condition 

EYLES and Eyles.-SUi.p. Rex, perfect condition, 
EYLES and Eyles-- 3:.h.p. E.S.A.. free eiiginc, new; 

■pYLES and Eyles.— All the above are 1911 mode:.^. 
■p^YLES and Eyles, Oxford, the University 

LOW Motor Cycle, with 26 wheels, magneto; £10, or 
offer.- Moss, Coldash Hill, Liphoolt. 

3h.p. Excelsior, froinfj order, new 26in. Paimer bact; 
£8.-9, St. Uimys Ed.. Southampton. 

DOUGLAS, 2'Jh,p., late 1911 machine, brand new; 30 
Kuinea^ cash-- Jelf, Stuthgate St-, Bath. 

D0UGLA.3, Model D, splendid condition, lamp, horn, 
sparco: £^8 — 135, Cotnam Urow, iiriitol. 

lOll Clutch Triimipn. perfect conditiou tlirou^'hout : 
J-«/ £43.-Rateliff. 88, Worcester St, Gloucester. . 

3Xh.p. Aster Motor Cycle, just overhatUed, adjustable 
2 pulley; £14.— Coeka, New Rd., Spencer'ti W.od,' 

DOUGLAS, 1908 model, good running order, tyres 
equal new; £17/10.— Garbutt, Churchdown, jDliel- 

DOUGLAS, late 1911. Model D., 2-ppeed, perfect eou- 
dit.on.— Particuluis, Thorub'rove, Malvern Ed-, 

23.hp. De Tfi 'U Coventry Eagle, accumulator, recently 
4= overhauled; £12. - Ulistiett, 116, Alma Rd., 

"VJ'.S.U., 3'!h.p., matjneto,; £20,, or exchange hornless 
i-* 1,-raiiiophone and £17,— Tynan, Bcrkin Manor, Hor- 
ton, Slbush. 

DOUGI^S, 1911, 3Vtodel E, new condition, all acces- 
soiied, Sparc; 

£39.~''.Auchencairn," Worcester 

St-. Gloucester. 

1 QIO Douylus, . in excellent condition, new tyres; 
Xt/ accppt £24; any trial.— John Webber,' Craufurd> 

rise, Maideniiead. 

T(Q12 3^,h p. Lincoln Elk, free engine dutch, £36/10; 
XV 61). p. N.S.U., as new, £44.-Mullett. St. Mury'.s 
Rd., Southampton. 

IMMEDIATE Deliveries.— Write, Gibb, Gough and 
Son, Gloucester. Sole amenta for Dougla.s, Brad- 
bury. Premier, Rover. 

33.h.p- Douglas, 1911 m.-)del, absolutely nnseratched, 
4 new belt, engine epares : £33.— C- W. Reynolds, 
The Lodge, Coshara, Hants. 

TRIUMPH. 1910, thorouglily overhauled by makers, 
1911 improvements: £i3 ; going abjoad.—Write, 
Yoang. Postal Staff, Bristol. 

RUDGE and Bradbury Models. ,;?or prompt deliv<ry; 
trial runs; exchanged entertained; send for lists-— 
Agent, Barnes, Colnbrook, Bucks. 

F.N., 5-6h P-, 1911. 2-speed gear, heavy non-(jUpping 
Continental bark, eaod lamp, all practicajly new; 
£^3.- Garb itt, Churchdown. Cheltenham. 

GLYNO Passenger Machiiiew; earliest delivery f(ir 
laili or easy payments; trial run-s arranged at any 
time,— Morrirt Motor Cycle Garage, Oxford. 

1 Q12 Triumphs.— We can give very early delivery of all 
X «7 dimli'l-i irir laHli or easy paymontrj.— Morria Motor 
Cycle Garuiic, Oxford. 

1 Q12 En fleld:^.— Immediate delivery of lightweight 
X i? model; cash or easv payments: enrliowt possible 
rtclivry of I'liitleld paBHcngcr uuiehine.— MorriH Motor 
Cyelr GaraKc. Oxfurd. 

rQll Lato^ Mndel 71i.p. T-A-C, S-speed. run only 
•7 500 miles, condition as new; c.f^t £80 few month*- 
otro ; £47 nctt.— A. Ward, Hojue I-'arni, Ascot. 

1009; Bradbury, now 1910, in g<;od condition. 1911 
X«7 lyliiidi'r. piv-ton, lamp lujrn, wliif^tle ; £27/10, 
elo.^e oller.-\Ve4, Wliito Houtie, Uintteld, llrocltnell. 

1 Q07 3;ii,iJ. Triumidi. rc'<utly (iv<Thanl'd, h.b.c, and 
Xi7 impri'v.'irienlH, Hr.'t.r-la«H rirdcr. including tyroh ; 
£23.-No. '9.333. The Molor C'lU'.lc OfflecH, Coventry. 

Mb. IP. Liglitw.-ight, out-idi- flywheel, 28in.xliln. tyre.'*, 
low, veilical. Hpray, in tlKjrough good running 
cuiiditiipu: £6/5.-Rndge. 22, Wr-Ilcshy Ht., (ibmcostcr 
QJLli-p- I,:itif 1909 Minerva, tlinrmigh rckk! <(indltion. 

02 little UHt'd, nnignetn, icimpli-le Jl-b-c. ; £20, 

or rii'nre«t.— fjiilr- ~ 



?, Bliinh.T Oc;ttngOf«, Olinntry Ht., 
//( fill.' in- fin f/ ih 





The 1912 REX-J.A.P. has the strongest 
frame ; the best system of front and rear 
springing ; large comfortable footboards ; 
automatic and auxiliary hand-pump 
lubrication — and in addition to !.\ese and 
many otherluxurious and exclusive devices, 
the famous J.A.P. Engine, the 


in the World. 

The REX-J.A.P. will take you over hill 
and dale, through crowded traffic, and 
over greasy city streets, with the max- 
imum of comfort and the minimum of 
trouble, and without the hands leaving 
the handlebars. Most hills can be taken 
on top gear, an immense saving in wear 
and tear to the machine, and a great 
increase in comfort to the driver. The 
650 X 65 Dunlop Voiturette Drivir g Ty^e 
and biajed-on lugs for sidecar wil be 
appreciated by the motorist whj tets 
value before cheapness ■ — no other motor 
cycle combines to such a degree the merits 
possessed by the REX-J.A.P. 

Write now for Catalogue, it will interest 

Agency proposition is worth consideration 
^we invite your correspondence. 

Colonial Models, with Special Frame, 
Wheels, and increased ground clearance, 
will interest you. We are now appoint- 
ing Sole Agents, and shall be pleased to 
post you terms. 

The Premier Motor 
Co., Ltd., 

Aston Road, Birminghani.. 


BRADBURY, 3ih.p., 1910^ 2-epeed, and sideear [Pre- 
mier), hew tyres all wheels, new pulley, Whittle, 
BPares, conditiou perfeet ; i42.— Arm.strojly; Ardmore, 


1Q11 F.N"., S-ih.p., 2-spped, P-E., good aa new, not 
-t-t/ ridden 200 uules, Rom tyre on back, eparc tyre, 
lamp, horn ; 35 guineas-— Easter and Sons, motor engi- 
neers. Swindon. 

BRADBURY, 1912, very latesx, standard, unable to 
complete purchase; cost £48; best ea;^h oiJer nearefit 
above for immediate delivery.— Box L5,668, The Motor 
Cycle Offices, 20, Tudor St., E-C- 

3h.p. Humber M.C., low built, fast and powerful,' £6; 
two 28x2in, rims, 1/- each; new back hub, 4/-; and 
.Kome new 2jh.p. automatic -T.A.P. '^^n-ire^. cheap; 2|h.p. 
Minerva wanted-— Knee, Referee, Melkfiham- . 

1 Qll Royal Enfield, 2i;h.p., 2-speed, free ejisine, twin- 
J-t? cyl., "brand new last March; only 3i guineas, 
beinff £20 ofl original price ; grand little machine ; 
wonderful bargain.- Julian, Ironmonger, Basingstoke. 

THE A.J.S. and B.S.A. Motor Cycles, early deliveriee; 
Enfield, 2Ui.p . 1910, as new. £25; Triumph, 1908. 
irood condition, £24; (iuadrunt, oh.p, magneto, E. and 
B. carburetter, £13-— S. J- Fair, 201, Cheltenham Rd., 

33.hp. Hobart, , entwine re-bushed, machine overhauled, 
4 enamelled, 2 aceumuUttt rs, h.b.c. ignition, throttle, 
equal in condition and appearance to a new machine; 
£15; depjsit system-- Colfycr, ^Viuslow Rd., Great Hor- 
wood, Winslow, Bucks. 

3i-4h.p. Minerva Motor, with fcireear, 1911 B- and 
2 B., h.b.c., batter^' ignition, F.E., handle .etarting, 
1 front wheel of cycle never be'Mi u~ed, engine just over- 
, hauled, and new piston fitted, 2 belts, splendid condi- 
tion ; £23 securets.— 125, Manchester Rd-, Swindon. 

1Q12 Matehjess Motors: early deliveries 6h.p. clutch 
X*? model, 60 guinea.s: 1912 HftK'ewood motoi^ from 
stock, 3 speeds, free ejigine, 47 guinea^-: cataLgues, par- 
ticulars free; 1911 Budge, Julv. 320 miles, as new, spare 
valves, tools, £40 : 2^4h-p- aceuniulutor motor, perfect, 
overhauled, £10/10, n^arcrit.- Balfonrs, iUotor Works, 

Hertford, Essex, Middlesex, Surrey, Kent, 
and Sussex. 

VyiLTON Oytle Co., Victoria, S.W. 

WILTON.— 1911 Triumplls, a.s new, clutcb models, 
with accessories, £45, £48; another, witlj eiJo- 
•ar, £50. 

siiei'il. witli nil ■ acces- 

WILT0N.-1911 Brafltarr. : 
Gorjcs and sidecar ; £50. 

WILTON.— 1911 Bradbury, standard, with accessories, 
and Chater-Lea sidecar; £43. 

WILT0N.-1911 SiuKcr, clutch model, with Joiies 
ppeedometor, lamp, etc-, ard Millford sidecar; 
£50, a^: mnv. 

ILT0N.-1911 Clj-no.*, 

ILT0N.-1911 Olyuo, with special 
ccs.'^aries ; £65. 

2 months old ; £55. 

idecar, and ac- 


WILTON.— 1911 Kerry- Abingdon, 2-spoed gear, au- 
cessoriert, and Kerry sidecar, quick jo^itts. \^n^ 

■aue body, as new; £48. ,' 


.-1911 P.N., 5-6h.!i., 
s; £40. 

TTTTILTON.-F.N.V', 4.h.p., 4 cyls. 

} cyl^;.. with ai-cce- 
£20 and £22 each. 

2ih p., singlc-cyl., 2-ppcod scar, 
L's, in fine order; £36. 

WILTON.-19)0 Kcrry-Abingdon, SJlip., standard. 
overliaiii" d, in very good condition: £28. 

. . 2-spced gear, spring forks, 
B. and B. carburetter, bundle 
n splendid order: £27. 

WILT0N.-1911 F.X. 
with all acc.ssc.ri 

WILTON.-1910 Eoc, 4h.p. 
Bo^ch magneto. 

did order; £27/10. 

Hnmber 2h.p. lightweight, Bplcn- 
■^TTILTON. 1911 Moto-lleve, 23h.p., brand new; £39. 

WILTON.— 61i. p. tii>;ir, water-cooled, 2-speed gear, 
eliain drive, niagneto, etc.; £20. 

WIL'J'ON -Sole SW. reprcelitntivcs tor Clyno motors; 
deliveries February. 

TT motors 

5olc S-.W. representatives for Matolijcss • 
deliveries January and Z'"ebruary. 

Karly deliveries of Clyno, i-'tchleas, and 
lists free. 

■\X7'LT0N-— Special agents for Bradburys, standard and 
VV 2-si..'rd belt njodels in stock. 

WILTON. Early di a sidi'car.j 

WILTON. — Kxchanges uud inatahuents arranged. 
J'leasc write for forms. 

\A7U.T0N Cycle Co., 110. Wilton Rd., Victoria. Lon- 
VV don, S.W- Tel.; 5115 Victoria. 

'> \ ti p, Bradlmry new, 
y-i Wellington HI,, .i 

31.1i.|. 1909 Trinniph, in c-iecllent condi'tioui £32.- 
•i Barker, 34, Oxford Jid., Worthing. 

Sliced model, 1911; £35.-67, 


iiilfrrli.iilinntx il, ix ilrsinihle In iinnlion " TIk: Mnlor Ci/r/c." 

JANUARY i8tH, I912. 

THE MOTOR CYCLE.— (Supplement xi.) 

Advertisements. 47 


/~\FADEAJJTS, Qnadiants, Quadrants. 

CASS'S Motor Mart. 5. Warren St-. Eviston Ed., W. 
eole agents for the Quadrant motor cycles . . 
book at once for early- deliver^ ■ catalogTie and fullest | 
infornjation upon application-— Below. 

DOtJGLAS, 2Jh.p., 1911, 2-speed and clutch, in splen 
d.d condition, accessories: £40-— Below. 

BEAnBCTET, 3Jhp., 1911, excellent cider through- 
out, very little used; £39-— Below. 

F.N., 5-6h.p-, 1911, 4 cyl3-, new last May, tools, and 
accesscries : £35-— Below. 

MOTO-EETES, 2hp-. 1911, 36-guinea models, acces- 
sories, one brand new, t-ne other slightly used: 
£25 and £22 respectively- —Below- 

PEEMIEE, S^h-p., 1911. new engine, machine in very 
gocd condition: £38-— Below. 

■^-S., 5h-p-, speed model, in perfect condition, Mabon 
" clutch, access-ries, and spares : £26.— Below. 

CASS'S Motor Mart, 5. Warren St., Uuston Ed-, W- 
(cpposite Warren Street Tube Station]- Tel.: 3624 

B-S-A- 1912 2.speed Models in stock.— Eivett, Leyton- 

B-S-A- 1912 Free Engine Models in stock.— Eivett, 

B.S.A. 1912 Fixed Engine Modela in stock.— Eivett, 

MOTOE Supplies— Up-to-date stock at Eivett's, 236, 
High Ed, Leytonstone. 

T ATE 1910 Douslas hardly soiled, little "used, all 
JJ spares: £27-— Brongwyn, Coopersale, Epping. 

3.lh.p. Ee.-c, very low, fast, and powerful: sacrifice 
4 £6;i5.-Speechley, 45, Church Ed-, Acton. 

MOTOE Cycle. 6hp. N S-U-, magneto: £25: good 
condition.— 18, CaltLorpe St-, London, \\ .C. 

_4-cyl., 4h p , central intake, comfortable and re 





M.C. Alarm 

ridden 1,475 miles, excellent condition, £40: 



CEOYDON.— ISll Douglas, mouel D. shop-Foiled, only 
to make room for new models: what otters? 

CE0YD0N.-1911 Handy Hobart, shop-soiled: what 
oflers? . I . 

CEOTDON-— 3Jh-p- Triumph, date 24/10/08, very 
good order: £28- 

run about 

Uable, £22/10—145, Manor Ed-, Brockley. 

CEOYDOX late 1911 Enfield, 2 speeds, 
300 miles: £33,-86 South End 

CEOYnON— 1912 Enflelds in stock: no waiting.-Call 
and see the agents, 86, South End, Croydon. 

CEOYDON-— 1912 Hobarts, all models, immediate de 
livery,- Agents, 86, South End, Croydon. 
ptE0TDON.-1912 Levis, 2-5troke; a trial run will 
v^ convince; immediate delivery.— 86, South End 

CEOYDON.— Send for lists of second-hand machines; 
exchanges entertained —The Crjydon Motor Mart, 
B6, South End, Croydon- Tel.: P.O. 797. 

"DAEKEES, Kensington —35h.p- Triumph (1912 im 
x.» proremeutsl, free engine model : £55 : in stock. 

BAEKEES. Kensington— 3ih-p- Singer, free engine 
model: £55: in stjck. - 

BAEKEES. Kensington-— 3ih-p. Premier, free engine 
model: £54/17: in stojk. 

The Best and only Perfect 

Exhaust Alarm on the 



2-apeed gear: £52/10; in stock- 

Kensington-— 3ih-p- Huraber, free engine 
; in stock- 

BAEKEE3, Kensington.— 2h.p. Humber, lightweight: 
£37: in stock. 

ANY of above by easy payments, 5% extra.— John 
Barker and Co., High St., Kensington. 

LADY'S 2h.p. Singer, new July, \>hittle: £28.— Mis,- 
vvinton. High ot., Jdaslemere, Surrey. 

£6.— 2ih.p., low frame, 26in- tyres, all perfect; oflers. 
— Leous, 89. Daliing Ed, Hammersmith. 
£19 cash. 

3h.p., magneto, in excellent condition 
—5. Park av.. Palmer's Green. 

Eudge, clutch model, 
Sogers, 42, Church Ed., 

new condition ; 
Hendon, NW. 


31h-p- Calthorpe, 1911, T-T- model, brand new; £35, 
3 bargain— Storey's. 337, Eostoa Ed-. N.W. 
■DEX. Jill p_, lust. 


excellent condition, just over 
£8/10.-8, Avenue Ed., South Norwood. 

TEIDMPH. 1910. perfect condition, spare belt, all 
tools: £32, lowest.-16, Dalebury Ed., Balham. 

ZENITHS, Zeniths, Zeniths, 1912 models in stock - 
exchanges ananged— Storeys, 337, Euston Ed., N.W- 
^Eli^H, 1912 models; immediate delivery: no wait 
t-l m-z : trade 6ui)plied--Eey, 5, Heath St-, Hampstead 
"NTEW 3ih-p. Motor Cycle, unridden ; sacrifice £25 - 
•<-' going away— Curd, 71, Crescent Ed.. Plumstead 
"]V/roTOS.\COCHE, Uhp., splendid condition: £13/10 
-^'■*- -Simpson, 12, Franklin Ed.. GiUingham, Kent. 
T>EX 5h.p. 1911 Twin, perfect cmditiqn 

Nickel Plated - - 

Black Plated - - 

Postage 5d. Extra. 


Sole Makers and Patentees : 


Moseley Motor Works, 



■■ Dependable. Moseley.' 

'Phonea— South 8 and 4, 

-Simpson, 12, 

5h.p. 191 _ __, ^ ^, 

^ quick sale-— Garaged at 16, HaverstocK Hill 

1908, fine condition. 

£33 for 

T^EIUMPH. standard, 1908, fine condition, carefully 
^' used; £26/10.-Darfr. 82, Drayton Ed-, Harlesden, 

3i h.p 

o^ n.p. ^^ .^ 

* * 2f h.p. 

Two of the World's Best, at 
prices within your range. 

The Midland Depot always 

Call or wrile, 


(Henry Garner, Ltd.), 

73, New St., BIRMINGHAM. 


£9.— Ariel, 2;h.p., m.o.T.. B-B., h.b.c. spring fcrk^, 

new spare belt, low.— Seen at 739, Old Kent Ed, 


Olh-P. Jap-Triumph Lightweight, B. and B., h^.c, 
/Wa new cylinder: £9.-176, Hainault Ea., Leyton- 

! a 12 Free Engine Singer, fixed B.S.A., fixed Borer. 

i-t/ in stock. — «albro Engineering Co., Saflron 


PEHJirPH, 1910 model, with sidecar: £37; tyrea and 

i- - belt almost new.-Matthews, pawnbroker, W. 


23h.p. Eoyal Enfield, Palmer tyres, new accumulators, 
4 suit tall rider; £12/10.-Eogers, 42, Church Ed., 

£3/10.— De Dion, IJh.p., wants little attention, tyres 
perfect; bargain.-35, St. Stepnen's Ed., Bow, 

PHELON and Moore, 1909, grand condition, with side- 
car ■ £40, Dargain.— Bike, c/o Universal, 44, (jray s 
Inn Ed. 

NEW Hudsons, Triumphs, Bradburys; order now for 
early deliveries.- Godfrees, 124, Eomford Bd. 

OUGLAS 1909 recentlv overhauled, new bushes, 
belt, perfect condition: £23; appointment.— Waters, 

TEIUMPH, 1907-8, 3ih.p., £3 just spent, Eom, 
Clincher, new >,atawata; £25.-4, Gutter Lane, 

LCOCHE, 1910, magneto, free engine, perfect 
tion, all accessories; £20.-3, Eichmond St-, 

N.S.TJ., 3h.p., magneto, free engine, perfect running 
order; bargain, £19/10.-73, Church St-, Camber- 
well Green. 

in09i Triumph, with 1911 improvements, new Kemp- 
ly shall: £30 for Quick sale.-O. J- Miller, Cran- 
brook, Kent. ' 

NS.U 31h.p., mov., magneto, Gradua gear, pulley, 
h.b!c.. "beautiful order: £18(10.-68/ jilmsleigh E4., 

11 h.p. Clement LishtweiKht. new tyre and- belt, h.b.c: 
5 £7/10, or higher power.- H.S., 33, St. Stephens 
Rd., Bow, E. 

HUMBEE, 2-speed, 3ih.p., magneto, 1909, and new 
sidecar, perfect; £30.— Graham, 74, I'ark Hall Ed., 
East Finchley. 

141114 5-Bh.p. Eex, cluteli. Service eidecat; £45. or 
If sell separate; appointment.— E., 74, Walton Rd., 
3ast Molesey. 

tTt/ASDSWOETH. - Humber, latest 1911 35h.p., 
W m.o-v., magneto, 2 speeds, Druids, hardly used; 
£38/10.— Below. 

WANDSWOETH-— F.N., latest 1911 clutch model, 
6h.p., magneto, drip feed, as new; £38/10.— 

WANDSWOETH. — Zenith - Gradua, latest 1911, 
3J-4h.p. m.o.T. J.A.P., magneto, engine like new; 
38gn3.— Below. 

ITTANDSWOETH.— F.N., latest 1911 model, 6h.p., 
VV magneto, drip feed lubrication, like new; £35.- 


Telephone ; Central 7298. 

-Brand new Chater-Lea-,Tap, 8h.p., 


£45.— Below. 

WAXDSWOETH.— F.N.. 1910 model, 6h.p., magneto, 
central intake, automatic carburetter, like new; 
JOgns.— Below. 

WAXDSWOETH.-V.S.. 5-6h.p. twin, magneto, Ituf- 
fault forks, guaranteed just as new, unscratched; 
£29/15.— Below. 

ANDSWOETH.— Eex, 5-6h.p. twin, new Eoc 2 
speeds, magneto, Druids, extra good; £29.~ 

WANDSWOETH.— Roc, 5-6h.p. twin Peugeot engine, 
masneto, 2 speeds, Show machine, guaranteed; 
30gn3.— Below. 

5-6h.p., magneto, per- 
exchanges. — Wandsworth Motor 
Wandsworth Station. 


£20 : take accumu- 

In answering these advertisements it xs desirable to mention 

"Vf/ANDSWORTH.-Rex. 1909. 
VV feet; £22/10; 
"vschange, Ebner St., 

3ih-p. Ariel. inaKneto, Ii.bc., etc-, 
2 lator macliine a3 part.— Randall, 40, East Park, 
Crawley. Susses. 

BRADBURY, 1911, Mabon clutcJi. splpndid condi- 
tion, sparer: £38.— Chapman, 109, Melrose Av-, 
Wimbledon Park- 

Stock. 2-cpped : A-C. Sociable deliverv 
Stamford Hill Motor Co., 128. High Rd., 
Soutli Tottenham. 

4JLh.p. Minerva Twin. Chater-Lea frame, fittings, and 
2 .=idecar, t^pring forks, h.b-c, B. and B. carbur- 
etter, Palmers: £21. 

ALSO 4h-p. Kelecom, h-b.c-, new Palmer back:.f9: 
or would exchange both above.— F. Gurney, Downs 
Farm, Pinner. 

BRADBURY, 1911. absolutely as new, horn, lamp 
anu generator; £36. — Avondale, Beetive Kd-. 

'The Motor Cycle.'' 

O March.- 


40 /\DVHKTlSEi\l]iis'TS. 

IHK MOTOR CYCLE.— (Supplement xii.) 

January iSm, 1912. 


lOll T.T. Bat. as new; £42; winner "The Motor 
-^ *^ Cj-L']e " Cup.— Toe Motor Cycle House, ba. 
Leather Lane, E.C. 

F-N., IJh.p., magneto, spring forks and footrests. 
gcod uider; £15.— Jloyce, 23, Grand Parade, Arch- 
way Ed.. Hii^rligiile. 

BKAPBURT, 1911, fitted with Lwcas horn, and 
W'iiitt.e bet; £55, no tgers.— Moas, 1. St- George's 
2VIew6, i'riniiose Hill. 

2iii.p. Quadrant, nearly new tyres, B. and B.. trem- 
2 iiler jiu.i n-»(.uaiulator, in A^orKing oruer.— N-, 57, 
Stafford Rd., Sidcup. 

C^±iATER-LEA. 5-6h.p. twin, Bosch, splendid condi- 
-' Tion : win lake £^5 quick sale.— laS, Goldhai^k 
Rd., ShepherQ s Busli- 

TRIUMPH, 3^h.p., 1909. very little used, ju~t fitted 
with Gradua gear; £5o, bargain.—R. Marshall, 
High St., Clay Cross. 

3 ill. p. Triumph, 1910, in excellent condition, acces- 
2 series, j ust overhauledj well fitted ; £30.— Gold, 
Potters Bar, Middlesex. 

TRIUMPH, 5 h.p., magneto, all in perfect order; 
accept £22/10 for quick sale. — Newnham, 223, 
Hammers.nitl; Rd.. W. 

1Q10 Tourist Trophy Centaur, 3ih.p., good condition, 
-L%J majj:neto. Brown and Barlow; £30.— Bourn, 43. 
Queer's Ed., Beckenliam. 

2^n.p. De Dion-M;, Cliater frame, in good 
4 Lonauion and running oraer; must sell; £12-- 
49, Griffin Rd., Plumstead. 

PATTISON Bros-, Moatford Place, Kennington. S.E., 
fcr early deliyerie^ of practically all 1912 ipcdelci. 
Apply at once: don't delay. 

IQll Rex, 3ih.p., fully equipped, condition aa new 
A'-' throughout: £32.— W- A. Jacobs, 32, Glenloch 
Rd-, Haverstock Hill, N.W. 

NORTON, late 1911, C.A.V. carburetter, lamp, horn, 
anu spares, a^ new, guaranieeu; £35.— hea-Hur, 
69. Greeuside Rd-, Croydon. 

3JLh.p. Rex, Mab:n, speedometer, accee^cries, Bosch. 
2 Whittle, h-b.c, tyres perfect; £25.-89, Stern- 
iiiln Rd., \>L-st Ktnsingion. 

1 Q12 3'h.p. Eree Engine Triumph; unable to take 
At/ delivery end January; highest offers.— Motor, 24, 
3t. Asap.i ud., jrfraLkiey, S.E. 

3.1h.p. Rex, 1907, Druids, B. and B., good tyrea, side- 
2 car. £14: 3h.p. Kerry, low, perfect, £8.— Chauf- 
'eur, Pickwcli, Bolney, Sussex. 

TAKEN for Debt, 5h p. tricar. £12; S^'a.p. Rex and 
iidecar, £12; or £22 the lot.— Bricklayers' Arms, 
Kcnder St,. New Cro<^s, London. 

IQIO Dcuglaa, new Rom and Keoipshall tyres, new 
*-*/ I^unli p belt, spare valve, accessories; £22, quick 
laie.— 33, Killyon Rd-, Clapham. 

PEUGEOT, 5-6h.p. twin, h.b-c., torpedo tanks, Chater- 
m T 1' 11,-^ .'lU'i Iriv p atforms.- W. Goldsmith, 
29, St. Gecrge'd Hd.. Wimbledon. 

£15 — 3:h.ii, Ascot, magneto, tyres nearly new, low, 
V.-- va«i '-nTiu.^ion trn-'ranteed, — 43a, Little 
Cadogan Place, Sloane St., S-W. 

BROWN. 3ih.p., 1908. just been thoroughly over- 
hauled in our m orkf? ; £11. a bargain. — Soaus, 
Dunn aud Jones, Bromley. Kent. 

QUADRANT Motor Cycle for sale, 31j.p,, latest 
fitiings, thorough running order ; price £10.-17, 
St. John's Church Rd.. l*'alkestonc. 

31,h.p. Triuaiph, 6/7/07. splendid condition, 1911 
2 improvementa, spureSj aciG.-flories; £22. — \\., 
Cljrirrford f-Inuse, Wej^t Kenaington, 

3jLh p. Birrhfteld, Mabon clutch. Palmer and Contin 
4 ental tyre-, Watawata, in perfect condition; £10. 
or offer-— 97, M;ilverD Rd , Kilburn. 

2iJi.p. Premier, 1912 model, done 100 mile.s, light- 
2 weigi t, complete; seen ana trial; jB34.— 28, 
Frant Rd., T-:orrnon idcath, Surrey. 

4 h.p. Jap-Clmter-Lea, nmirneto. Roc pear, and rein 
forced eidecar, complete, tyree as new-— H.P., Boot 

t-i.' r---, i.U' ■-!.. siap.e-.ta^i, iient. 

*l Oil Bradbury, standard (June), perfect ; eeen any 
Aft/ ti'iip; £r5, offer.-Stf'ptionn, nigh St., \\ nodfonl 
Green, Essex- 'Phone: Woodford 169. 

BAT. 3!h-p., ppring frame and forks, h.b.c, dry 
battery, gooil tyres, t:ood condition, reliable; 
il0/10,-48ji, IvIh St., EarlrtUcld, S,\>. 

Oihp, llumbf-r, 1911, Z-F\)o(!t\ gfar, free engine, ul) 

02 af'^;'ori<'-«. only done iOO 'iiilc'(.— l-'aton and Co.. 
14. Caveiulish Terrace, E. Finohley. £43. 

2,1Ji l>. Minerva, h'W frame, new bacli Ktiuldod tyre. 
''2 lu-'t bi«-n thor< uglily overliaiiled ; £7/15, oflerB.- 
12, LouKhboro' Rd.. White Hor*^e, Brixton. 

QJhp. Pi'iigcnl. T.T- model, abnolntely new; ptirchaacr 
Ok r;inn(.t tako dcliverv £48 maihinf, tako £42.- 
WcIIfl, 15, Kllrcda Parade. WufuUnrd Green. 

P. and M., 3;h,p,, for m\o. bmiglit 24tli AuKUst, 1911. 
periV'ct condition; Hrft cheque for £50 BccureB ; 
tcfzi any tim-.— Jewell, 245, Grny'« Inn Rd. 

OiJ-h-p. Motor Cycle, J. A V- r-UKlno, Cluiter-Lru flUings. 
/Oa Bowden immwto, gfiftd order; £14, or ncaj 
rfler.-M«;Leiiiian. 20. Studdrid;;*) 8t-, FiiUium. 

^_^2 ^^^ nii'-iri'i-iiuf fhe. 

Verbum Sat Sapientl 

and to those men I appeal this week. No doubt many of 
you read the startling announcemedt made by a com- 
petitor last week. He accuses his fellow traders of offer- 
ing ridiculous prices for second-hand machines, and after 
deluding the unfortunate motdr cjr:list into sending his 
machine along, he tries to "do him in" by instead of 
alloviing liim tue pri;e he quoted him, he doubles it, and 
gives him twlse as much as he agreed t9 allow him. I am 
afraid if there is such a man in Great Britain we ought 
to get up a testimonial and present it to him. " He is 
too honest." I want to impress on any intending pur- 
chaser of a new motor cycle, and who has already a 
se):ond-hand motor cy:le that he is desirous of exchanging, 
thai he should get in touch with me. I will quote a price 
that I can, and will, allow hfm for same if the machine is 
exactly as described. You can't get anything fairer than 
this. I am gradually building up what promises to be 
the largest motor cycle business in the country, and, by 
employing honest methods, 1 hope t,o achieve jny object. 
Send to me for the name of my nearest client to you, and 
I w^ill stand or fall by his report. Ask him how I did 
business with him, and I am sure you will then come to 
me. My delivery dates can be relied upon. If I say I 
can give delivery of, say, a Clyno on the ist day of 
February, I can do. The same remarks apply to any of 
the following makes : Singer, Rudge, Rover, B.S.A., 
Douglas, Enfield, Premier, Bradbury, and New Hudson. 
I can almost deliver all these makes from stock. Now, 
hurry up, boys ; try me with your next order. You will 
be delighted with the way I treat you. Everybody knows 
Cordingley, the man with a thirty years' connection with 
the cycle and motor cycle trade. My list is worth your 

igi2 models actually in stock awaiting your cheque and 
instructions. List price. 

RUDGE, 3J h.p., free engine model, pedal engine 

s*arter ... £55 

RUDGE, T.T. model, special £48 15 

BRADBURY, sJii.p, 2 speed ..£55 

NEW HUDSON, 3i h.p., 3-speed gear £59 17 

PREMIER, 3i h.p.. 3-speed gear £58 

CLYNO, 5-6 h.p., the sidecar m.ichine £63 

ENFIELD, 6 h.p., 2-speed, with sidecar £84 

DOUGLAS 2| h.p., the perfect lightweight, free 

engine, 2-speed, kick starter £50 

NEW friUDSON, 2| h.p., 3-speed model £49 7 

PREMIER, 2i h.p iidti 

ROVER, 3^ h.p., free-engine model £55 5 

B.S.A., 3^ h.p., free engine, model B £56 10 

SINGER, 4 h.p., 2-speed bracket gear, fitted with 

sidecar ; list price £66, sidecar extra. 

B.S.A., 3.^ h.p., 2-speed and free engine £60 

BRADBURY, 3.'. h.p., with free engine £54 10 

PREMIER Twin-cylinder, with 2-speed £63 

NEW HUDSON, 3J h.p., model irb, 3-speed £63 

ENFIELD, 23 h.p., handle-starting, 2 speeds, free 

engine, footboards £52 10 

The only 1911 model left: 
BRADBURY, 3J h.p., standard model, just from works; 

list £48.. Clear, best offer. 


igro 3^ h.p. TRIUMPH, perfect £35 

1911 St h.p. BRADBURY, T.T. model, a gift £32 

igii 3^ h.p. IVY-PRECISION, just as new £33 

1911 3A h.p. RUDGE, splendid order £36 

1910 SCOTT, new tyres, B.E. tubes, good order . . £35 
1909 VINDEC SPECIAL, two speeds, magneto, 

complete with sidecar £29 

1909 3A h.p. MINERVA, magneto £17 

1911 7' b.p. SPEED KING REX, as new £38 

MOTOSACOCKE, li h.p., X910, free engine model £21 
1908 QUADRANT, 3^ h.p., Bosch magneto, h.b. 

control, spring forks £18 

PHCENIX, zh l^-P't ^^™ speeds, free engine, handle start- 
ing, coach-built chair, lamp, horn, tools, etc. Clear 
for £10 10s. Special. 

Every Motor Cyclist should have OUR Sidecar List 

STANDARD, £4 lOS. SPECIAL, £5 6s. 

DK LUXE, £6 6s. 

CANOELET, DUNKLEY, MILLFOKD, etc., supplied to 

order promptly. 
I am Sole District Ageiit, for — 




Get my List before you decide. Buy from the firm with 
a Thirty Years' Untarnished Reputation. Call and see 
our Stock. 


The Motor Cycle Mart, 


Wires : 
" Cordingley, HasUngdcn.' 

'Phone : 

2Y, HasUngdcn. 


EAGLES. -F.N., 4-cyl.,5-6h.p.. isn model, as new, 
latest improveuLents, automatic oarburtjfter, drij 
lubrication; £38 ; exchan^'e lower power. 

EAGLES.— Triumph, 1910, free engine model, had 
little use, equal to new; £39/10. 

EAGLES.-N.S.TJ.. 3ih.p. model de luxe, 1910. Bosnh 
magneto. 2 speeds, free engine, cnly run 1,500 
;jiiles, speedometer, etc. ; £34/10. 

EAGLES.-Douglas twin, 2Sh.p., late 1910. Kom 
tyrea. Brocks padded saddle, tiue condition; £25. 

EAGL'RS.— N.S.U., 3^h.p.. u^aeneto, drcpped frame, 
1911 B. and B. carburetter, perfect condition: 

EAGLES.— Mctosacoche liEhtweisht, Helleaen ignitioB, 
Whittle belt, fine condition; bargain, ±9/15. 

EAGLES.— Rex, 3; h.p., magneto, dropped irame, 
spring forks, 1911 B. and B. carbureiter; £18/ia 

T^AGLES and Co., Hifjh St., Acton. -N.S.U. \Tesl 
XJ London district agen'.y. Early celivery ot 1912 
models : liberal allowaui_ed tor macnines in purt pay- 
.uent. Tel.: 556 ChiswiLk. 

MOTOSACOCHE, lihp free engine, h.b.c. very gocd 
condition, complete, like new; £14/10.-1, Addisoo 
Bridge Place, Kensington. Tel-: 5215 Wefitern, 

BAT. 1911. T.T. twih, i^peeial niachiue, just been le- 
■enamelled black, a ttier, and in perfect condition- 
£45 lowest.— 66, Carlton juanoions, Miida Vale. 

TKIUMPH, 1912. free engine, new light wicker side- 
car, canoe front, aprtm, fstand; immediate de- 
livery; £62 ; no cffer6.~94, Gloucester Rd., S.W. 

WRENCH'S Motor Cycle Department, 120, Hamp- 
stead Kd , argents fr.r all bet makes; excLangea 
a speciality. Get our quotation. Tel.: jMorth 3541. 

SINGERS, 1912. free engine and liglHweight mcdels 
in stock.— ^Yreuch's, 120, Hampstead Rd- Ca^ili, 
gradual, or exchanges- 

BRADBURY, free engine, 1912 model: immediate 
delivery, complete w.tli lamp, hern ;. 50 gnineafl.— 
Wrench's, 120, Hampstead Ed- 

WRENCH'S have a good selecticn of eecond-hand 
motor cycles; list on applicat^^on-— 120, Hamp- 
stead Rd. 

REX 3ih.p. Tourist, as new, 1911 mcdel : open to 
reasonable oflfers.— VVreueli's, 120, Hampstead Ri 

2Xhp- Kerry Lightweight, niugneto, Brown-Barlow car- 
2 buretter, h-b-c-, low, excellent ctnditi n tlirough- 
out ; f j.-,/j,u.— oeen at 92, Brownmil ku., Catford. 

MAGNETO. 3h.p. N.S.U., tyres nearly new,^ 
hb.e-. sprmg forks, carrier, stanu, .-splendid order; 
bargain, £12/10.-61. Grand Paraae, jttariiugay, N. 

■fl ij>12 3ih.p. L.MC variable gear pulley free engine, 
Xt? new, unridden; exrnange ^ood eombinuticn, 'Or 
sell £45-— Box 9,289, The Motor Cycle Ottices, Coventry. 

LOOK.— 1911 3;h,p. Lincoln Elk. equals new, guaran- 
teed; £23/10; meter eyile part: A\anted, combina- 
tion, cheap, cash.— Seahaven, Sea Rd.. Fe.pnam, Bognor. 

DOUGLAS. 23h.p., late 1909, splendid condition, all 
accesiiories ; £.:il : Moum entertum excnuage good 
sidecar combination.— Shillan, 37, Atuerton Rd-, iVrest 

BRADBURY 1912 models, Douglas 1912 models. 
Triumpu 1912 mtjueia. Premier 1912 models; de- 
liveries now from stock. — \\aiKer's, Motor Depot, 

WALKER'S Bargain List-Douglas, 1911. 2-speed 
iree engme, uuucn only SOD mues. penecti ±35-; 
Moio-Reve. twm, 1910, as new. ru.uen only 600 mites, 
£^4 ; Muto-Keve. twin, 1909. a liaie beauty, perleci, 
£18: Rex, 3ih.p., 19i0. z speed.-*, irte eiiL,, grand 
condition. £26: Rex, 5h.p., twin. 1910, powerful, fast, 
,'rana conuiiion, £^5; several (tLer reliable machiueB 
froui £7 : write lor details, all gaarunieed bargTiins; 
iftoTti and exchangea entertained. — Vv ailrer s. Motor 
Depot, Harwich. 

3hp- Peugeot, Roote and Clarke's, 2-speed gear and 
ireu engine, ciinin drive. Palmer cord tyres, good 
limning oruer; £10-- vV. iiUe,\\ooa Rd., Uom-. 

3ih.p. Kerry. Bosch magneto, B. and li. carburettet- 
2 mechanical overhead inlet, Clyno pulley, aoinui 
cvcrvwhete; £14.— Bri,wn, 14, Pis Rd-, Letchwortli, 

REX de Luxe, 5h.p-, 1909, 2. speed, magneto, Whittle, 
Aniac, fontb. ards, usual Rcx fittings; :^een by up- 
nointiueut; £30.— Maw, 18, Addison Rd-, Keptiington, | 

MOT03AC0CIIE, perfect condition, pulmer tyrea, 
pulley, bolt, and accumulator, lUI new; .bargain,' 
£14; will take cycle part.— Gusson, draper, Hurst Green. 

rRlUMl'H, 1909. hardly used, lamp, horn. tooN, 
sparc-j. spriug «eat pillar, lioavy Kiiiipshall back, 
I (iw Lvmi; rciisuuablo oflVr.i, — 155. jirockley Rd., 

REX Motor Cycle, iu ruiiiiing order, accumulator, 
Pahiier tyres, new B. und B. carbureiter, fin-tretite; 
ciin be seen iit 41. Market St.. Watford; £15.-Bau[fhuu, 

Olip- Motor Cyele, vertical engine, Lougucmnre rnrhu. 
/W retier, Uui'g handle, Maselcy tyres, Kplemlid eon 
dilinn; £6.— Murray. 37u, Charles bt-, Haicon GardoUi 

advertiscm.<'ntn H in dvslrahh (o jncMtion " The Motor Cycle." 

Januabt 2STH, 1911. 

- #^.coN-rsis ry«.|g)V 

Vol.10. No. 461. Jan. 25th. 1912. 


ENGINE POSITION. Inclined versns Vertical Engines (Illustrated) . . . . 82-83 

Occasional Comments. By " Ixion " (Illustrated) 84 

Summer Memories : In Cheddar Gor;e (Full Pa?e Illustration) .... 85 

TO THE TYROL AND BACK ON MOTOR CYCLES. By W Fawcett (Illustrated) 86-88 
Which is the Best Method of Exhihiting a Badge ? A Trial of the Lukin Carburetter 

(Illustrated) 88 

Questions 'and Replies (Illastrated) 89-90 

THE QUARTERLY RELIABILITY TRIAL. Organise! by the Herts County A.C. 

(Illustratedl 91-94 

A New Slide Valve Engine 95 

Club News 96-97 


GENERATORS (Illustrated) .. 98-99 

The Eagle Motor Cycle (Illustraled) ,. 99 

Letters to the Editor (Illustrated) 100-102 

Current Chat (Illustrated) 103-104 

A. C.U. Ninth Annual Dinner , .. io5 

English-Dutch Trial 108 

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A Warning Note. 

IN our remarks about the T.T. Race which appeared 
in a recent issue we expressed the hope that, 
wherever the race might be held, participants, 
tlieir helpers, and spectators, will be merry 
and wise, and let their " hosts " see that 
they can be happy and enthusiastic without giving 
way to any objectionable hilarity. We are well aware 
we are treading on delicate ground, but the time has 
arrived when immediate steps should be taken to 
eradicate a certain discordant note which is now being 
heard at all gatherings, which certain members of 
the motor- cycle community attend. Shouting, sing- 
ing, and interruptions during speeches and musical 
entertainments are not conducive to the good reputa- 
tion the movement should bear, while the same con- 
duct at meal times in hotels during the progress of 
competitions has-an even worse effect. 

It is obvious that only a very few, whose enthusiasm 
gets the b-^tter - of their discretion, offend in this 
manner, bu. he nuisance has reached such a stage 
that all who have the good name of the motor cycle 
pastime at heart should take immediate steps for its 

The kind of behaviour we have had most reluc- 
tantly to refer to is7 besides being harmful to the 
pastime, discourteous to ladies who may be present, 
and brings those responsible for the pr -per conduct 
of the event into discredit. 

The remedy is jn the hands both of the organisers 
of any event at which the behaviour occurs, and of 
other people who know how to behave, but do not 
express their disapproval in a tangible manner. A 
drastic remedy would be ejection of the offenders 
from the meeting and suspension from so many club 

competitions during the year, and if the offenders 
persisted after that in disturbing their fellow members 
summary ejection from the club should be the punish- 
ment. We regret extremely that we should feel com- 
pelled to refer to this matter, but something ought 
to be done to prevent repetition of such conduct 01 
the motor cycle movement is bound to suffer in 

This Year's Competitions, 

THE long list of fixtures already published does not 
represent all the competitions which will be 
held this year, but it represents the greater 
number. The A. C.U. Six Days' Trials and the 
Tourist Trophy Race shine conspicuously 
among the open events. The fate of the latter is 
somewhat obscure at present, but it will undoubtedly 
be held. The rules for the Six Days' require careful 
consideration, as last year's were certainly somewhat 
elastic, and there is no doubt that the speed between 
controls will have to bfe reduced. There is, howeyer, 
one insuperaTole difficulty, and that is that it is impos- 
sible to observe a motor bicycle properly. All one can 
do is to give a man a schedule and bid^him keep to it, 
assuming that if he is late it is the fault of his machine. 
With regard to the important question of silencers, we 
would suggest that it is no use sealing all cut-outs and 
then discovering that a machine not fitted with one ot 
these devices is more noisy than if it were, because 
either it has no silencer or the one it possesses is, as 
regards noise, worse than if the cut-out were open. 
A glance at this year's fixture list is interesting and 
instructive. ' Every sort of competition is included, 
there is plenty of variety, and a sufficient number to 
satisfy an enthusiastic motor cycle public. 



JANUARY 23th, igi2. 

FOR dealing with a subject upon which small 
prejudice exists — upon which opinions do not 
differ fiercely — the -writer craves indulgence. 
Readers may be reminded that the small beginnings 
of such a great movement as the coming of the motor 
cycle are quickly and easily forgotten — that the initial 
causes leading to the general adoption of this or that 
particular feature, though trivial in themselves, have 
far-reaching effects. Thus in the early days, motor 
bicycles with inclined engines were far more numerous 
proportionally than they are to-day, but in the thou- 
sand miles trials of 1903 all the highest awards were 
carried off by the vertically engined machines which 
were then in a minority. Their numerous but un- 
successful rivals suffered from many defects which 
may be broadly summarised by the statement that 
they were adaptations of the ordinary or " push " 
type of bicycle with engine, tanks, etc., attached 
somehow, somewhere! Their rivals, on the other 
hand, contained the germs of modern practice, the 
tendency of which is to design the machine through- 
out as a motor vehicle and not as a compromise. 
Fig. I will serve to recall some of these antique 
models, in which the power plant was often attached 
to the front down tube of the frame by flimsy and 
inadequate clips appearing to have been added as an 
afterthought. Modern examples of machines with 
inclined engines, though few, are extremely successful. 
They differ immensely from their early prototypes, 
and their success lies in the fact that both engine and 
machine are admirably adapted to each other, and 
combine together to fulfil their purpose. 

Rise of the Vertical Engine. 

Now it is more than probable that the results of 
the trials of 1903 gave a very .serious set back to any 
anil every form of construction involving an inclined 
engine, and a corresponding fillip to the type which 
has now become almost standard. There is, how- 
ever, no magic in the principle of the vertical engine, 
and had both types been equally well designed in the 
beginning the standard machine of to-day with single- 
cylinder vertical en- 
gine, diamond 
frame^ and hori- 
zontal tank would 
not now be with us 
in its thousands. 
This contention is 
borne out by the 
fact that two of tiie 
most successful 
Fig. 1. The old method ot fixing tho power plant machines of the pre- 
sent day not only have their engines inclined, but, wil'i 
other features radically different from the standard 
type, are able to command higher prices than some of 
their rivals. So much for the commercial argument. 
'I he writer is well aware that event.s now almost for- 
gultcn have guirlcd the course of design into certain 

Fig. 2. 

Position for single or twin cylinder 
(side by side) engines. 

grooves in which it is now inclined to stagnate. 
Therefore the object of this article ,is to point out 
generally the desirability of extricating ourselves from 
these grooves, and particularly the very real advant- 
ages which belong to an inclined engine position. In 
the case of a single-cylinder engine or twin with 
cylinders side by side, as may be seen from fig. 2, 
the cylinder , head 
projects well for- 
ward and so catches 
the first ■ rush of 
cooling air ; the 
exhaust gases may 
be led away with- 
out a bend in the 
pipe near J:he cylin- 
der where their 
temperature and 
pres.>ure are high. 
Speaking more 
generally, the posi- 
tion lends itself to 
a great variety of 
frame designs, and 
in particular to the open frame, which opens up a new 
field by adding the motor bicycle as an additional 
weapon to the armoury of the fair sex. 

It is easy to allow plenty of head room to the 
engine and to arrange a most satisfactory water-cool- 
ing system on the thermo-syphon principle, since the 
top of the cylinder is lower down and further forward, 
■so that a tank-can be arranged giving a good head of 
water over the combustion chamber. Fig. 3 shows 
a frame designed to take an inclined engine, and it 
will be noticed that the structure has no strength 
without the engine. A simple rear springing device, 
which is intended to allow about an inch of move- 
ment to the back wheel, is also shown. The attach- 
ment of the engine can and should be such as to form 
an integral and essential part of the frame mthout 
which the structure would collapse.- In my opinion, a 
machine with frame and engine built up in this wav 
makes a job which is stronger, more rigid, and freer 
from \-ibration than is the conventional design. On 
this question of vibration some nice points arise, 
tliough to deal thoroughly with them is not w'ithin the 
scope of this article. 

Methods of Balancing Motor Cycle Engines. 

Referring to fig. 2, the usual method of balancing 
or attenii)ling to balance a single-c\ lindcr motor C)clc 
engine is t(j thii^kcn the flywheel rims as shown, thus 
adding a certain mass, the centre of gravity of which 
is ojiposile to the crank pin centre. Practice varies 
from tlie balancing of the rotathig parts only, that is 
to .say the crank pin and big end, to the balancing of 
the whole of the reciprocating parts. The latter 
extreme is bad, and the best prat-tice is to be found 
near the former, the piston being kept as light as 

JANUARY 25th, igi2. 


Engine Position. — 

possible. Now in the case of the vertical engine, in 
which such a mass has been added to the flywheels 
as to balance the rotating and part of the reciprocat- 
iiig ■ parts, the rotatmg parts alone will be over- 
balanced, and consequently there will be an un- 
balanced, force X acting along the line XX; incline 
the engine and it acts along B B. Let us see what 
happens in the case of the inclined engine. Neglect- 
ing secondary forces, that is to say, assuming simple 
harmonic motion for the piston, which assumption is 
only justified when the connecting rod is extremely 
long, we have, considering the forces acting in any 
position of the system — (i) a force due to the accelera- 
tion of the piston acting along A A. (2) A force 
due to the centripetal acceleration of the excess of M 
over the rotating parts Mi, the resolved component of 
which along A A partially balances the force due to 
the reciprocating parts. 

Finally we have the resolved component of 2 along 

Now on the above assumption the force along A A 
reaches a maximum at each end of the stroke (passing 
through zero at the middle of the stroke). The force 
along B B reaches its maxima- when that along A A 
is zero and vice versa, i.e., at intervals of 90°. It 
will therefore readily be seen that by plotting the 

Fig. 3. A frame Cor inclined engines. It will be noticed that witliout, the 
engine ttie structure has not much strength. 

resultant force throughout a complete revolution we 
get an ellipse which becomes a circle when the maxima 
along A A are equal to those along B B, that is to 
say, when the factor due to overbalanced rotating 
mass is just equal to that due to underbalanced reci- 
procating mass, or, in other words, taking an arbitrary 
case in which the rotating and reciprocating parts are 
of exactly equal mass, M will be 1.5 times this mass. 

The chief point which arises from the above argu- 
ment is this, that in the case in which the ellipse 
becomes a circle, the inclination of the enafine mak'=s 
no difference whatever. Usually A A will be the 
major axis, in which case the inclined engine will have 
a slight advantage, since a resultant force in this 
direction is likely to be rather less objectionable than 
a vertical vibration, and it has already been said that 
to increase the balance mass M so as to make B B 
the major axis is bad practice in any case. In the 
case of the vertical engine the resulting horizontal 
vibrations might be expected to have a direct effect 
on tyre wear, and, in the case of the inclined engine, 
the vibration along B B might affect the rider. 

These theoretical considerations, however, do not 
cover the whole question of balance. Much depends 
upon the attachment of the engine and the rigidity or 
otherwise of the frame, and in these respects the 
inclined engine offers possibilities of superiority. 

Distribution of Weight. 

The ground clearance and the wheelbase of the 
machine may without freakish design be as great or 
as small as is desired, whereas the former in the case 
of the vertical engine is strictly limited by the height 
of the cylinder and the depth of the frame. Finally 
the centre of gravity of the whole machine is further 
forward; the combined weight of machine and rider 
and luggage more rationally distributed between the 
two wheels, with the result that the machine holds 
the road and does not skid. This is a most important 
point, and is amply borne out by experience. It is 
an undoubted fact that the standard type of machine 
when fully laden carries too much weight on the back 
wheel and too little on the front. Tyres therefore 
should wear more evenly on the inclined type 
for this reason and on account of the horizontal 
vibrations dealt with above, which ' are an essen- 
tial, though not very noticeable, feature of verti- 
cally-engined machines. In this connection the com- 
ment made on the Scott machines in the Isle of Man 
is interesting. It was said that they stuck to the road 
like postage stamps. The comparison is rwt altogether 
apt, because these vehicles cannot be compared with 
anything so " stationary " as stamps. Another in- 
stance — the Holyhead road between Corwen and 
Cerrig-y-Druidion is often spread with white, de- 
licious butter. Faring along there one day with a 
companion mounted on a well-known chain-driven 
machine with inclined engine, the writer on a stan- 
dard belt-driven single, both with luggage, we made 
a progress slow and full of thrills. He (the writer) 
brought up the rear at a steady speed, and was thus 
able to notice his companion's tracks, and that the 
regular impulses of the latter's single-cylinder engine 
were each distinctly marked on the road. Yet he did 
not skid, the steadiness of the machine, due to a 
better distribution of weight, more than counter- 
balancing the effect of a comparatively harsh chain 


It is interesting to notice that every V twin is 
essentially an inclined engine, and the persistent 
success of this type is very significant. Now in 
the case of the V twin, the oil which is being swept 
round by the flywheels finds its way first to the rear 
cylinder, and then any that is left over, so to speak, 
passes on to the front cylinder. It is a miscon- 
ception to regard the conditions of lubrication in a 
single-cylinder engine inclined forward as similar to 
those in the front cylinder of a V twin, because 
there is no rear cylinder^for the oil to pass into. Just 
as much oil will leave the crank case and pass into 
a cylinder inclined at any angle as into a vertical 
cylinder, or slightly more, including the small effect 
of gravity. 

It may well be asked why, with so many advantages, 
machines with inclined engines are not more numerous. 
The answer is, as suggested at the beginning of this 
article, that the standard type of to-day has become 
the fashion through a series of trivial and long- 
forgotten accidents. 

Finally, to sum up, the most important advantages 
claimed are these: (i.) Better cooling. (2.) Freer 
exhaust. (3.) Adaptability to open frame, water 
cooling, etc. (4.) Strength, rigidity, and balance. (5.) 
Distribution of weight. (6.) Lubrication. B.S. 



JANUARY 25th, igi2. 

An Interesting Development. 

The success of three-speed hubs is having wide 
effects, and I hear that several leading firms who 
hoped to meet the demand for variable gears by offer- 
ing two-speed counter-shaft gears are revising, their 
plans for 1913. One firm in particular are great 
sticklers for a simple and .accessible back wheel, and 
they are experimenting with a light 'and compact three- 
■ speed counter-shaft gear. We old-timers, who have 
pushed variable gears against all the inertia of in- 
difference and ridicule for so many years, are taking 
fresh heart of grace. It looks as if two-speed gears 
might be out of date in a year or^two, \vhen multi- 
speed gears begin to figure in every catalogue. 


During the last ten years I have sampled practically 
every well-known brand of rubber-proofed garments 
on the market, both cheap and costly, and my experi- 
ence is that a genuinely drenchfer-proof set are very 
expensive to buy, retain their qualify for a compara- 
tively short period, and are excessively steamy and 
ill ventilated in use. Within the last three years I 
have owned two sets which I could absolutely trust 
to keep out the heaviest downpour for a day at a time. 
But their cost was prohibitive when 1 took into 
account the dangers of ripping them in use, and I had 
to replace both before they became porous. In 
addition the slightest labour in the way of starting 
the machine or wheeling it about threw me into a very 
heavy perspiration, and I must say that I am a con- 
vinced " oily " man to-day. If somebody would 
invent an untearable rubberproof, I would recant, 
but until that happens I shall continue to pose as a 
sea dog. 

Spring Saddle=pillars. 
Will makers of rigid frames and springless saddle- 
pillars kindly notice that spring pillars are being 
adopted on many of 'the latest models in the United 
States? The sickening jar up the spine, communi- \ 
cated to the rider by bumping over a hump with a | 
rigid rear frame, is the only feature about the motor | 
bicycle which is likely to affect the health of the most 
delicate person, and it is high time steps were taken 
to insulate us from it. 

The function of a. saddle is to fit our anatomy 
comfortably, therefore the insulation from road jars 
might well be transferred to aiwthe:' portion of the 
machine, where there is lots of room to experiment 
with springs of greater length and elasticity than 
those which can be fitted to saddles. It is hardly 
fair to expect our saddle makers to provide perfect 
insulation in the small amount of space at their dis- 
posal, and good as some of our saddles are, they 
would be vn.stly hn])roved by the more general adoji- 
tion of spring saddle pillars. 

Shaft Drive Hnd Seized Engine. 
I doubt wliethcr correspondents arc (juite fair in 
accusing the chain of being quite as dangerous as a 
shaft in the event of a seized or jammed engine. If 
the engine ceases to revolve it is practically impossible 

for a shaft to free itself, at least it has been so in 
every actual case that has ever come under my^ 
notice. The chain may easily fail to free itself under 
similar circumstances, but I have known of many 
cases where the chain has freed itself. In some in- 
stances it has snapped under the sudden strain ; in 
others the sudden check has caused it to mount the 
sprockets and, fall, harmlessly off, thus giving the 
rider a chance to maintain equilibrium. 

. I repeat that the great merits of the shaft drive lie 
in the ease with which it may be encased, and the 
handsome appearance of a machine thus equipped. 
The introduction • of a reasonably smooth acting 
clutch should usually allow the road wheel partly to 
over-run in the event of engine seizure, but even with 
a tight belt it is not a nice experience to find the 
engine suddenly at a standstill and the rear wheel 
skidding along in an endeavour to unseat the rider. 
The Tourist Trophy in America. 

I hope our expert riders, leading designers, and 
manufacturers will not forget that the Tourist Trophy 
graced the Indian stand at the New York Show in . 
Madison Scjuare Garden, that it wdll also be 
again seen at the Chicago Show, and that they will 
spare no effort to bring the cup back in time for next 

With the exception of one or two leading makes 
the American industry still lags behind. Only four 
or five makes are equipped with variable gears, and 
most exhibits make a big talking point of the free 
engines which have long since been commonplaces on 
this side, while the samples shown do not compare 
favourably with our best clutches. 

Surely the , rough surfaces and badly engineered 
roads in the States must render variable gears a far 
more urgent necessity than they can e\-er be in Britain.' 
^ Judging from outline illustrations, some of tl e 
Yankee machines are not improving in beauty; many 
samples remind me of a rheumatic camel, laden with 
a travelling gipsy's impedimenta. The outlines are 
often crude, and many of the fittings are glued on 
with a sad lack of artistic perception. 

The above machine, ridden by T. Green, won Iho Rudgo cup in the 
Dublin and District M.C.C. 100 miles open handicap race on Portinarnock 
strand. The engine is a Wavorley, an American production, mcasurin? 
3Jin. bore and stroke, and havini; overhead valves, auxiliary exhaust ports 
and ball bearing crankshaft. The tramo and fittings are by Chator-Lea. 

JANUARY 25tky igi2 




JANUARY 25th, 1912. 


'iy- ZDyaiDC£.tt 




[Contimied t 

Next morning was beautifully clear and fine, so we 
set off in high spirits for the eagerly looked forward 
to Stelvio Pass, but we had not gone far before 
Grange had to stop to retime not only his ignition, 
but his valves as well, before he was satisfied. 

On mounting a steep hill in a village, my Matchless 
pulled half a fastener to little bits, but we were soon 
on again, over dusty and bumpy roads, through 
Meran, the ancient capital of the Tyrol, and then 
Neu Sponding, after a run of about fifty miles. Being 
now at the foot of the Stelvio, we stopped to consult 
the map, etc. ; aiso I lowered my gear to th'e very low- 
est possible {^% to i), whilst Grange put his at 6 to i. 

The Famous Stelvio Pass. 

A few remarks on the Stelvio Pass will perhaps 
give the reader a better idea of what was in front of 
us. It is the highest Alpine highway, and there is 
not even one in the Himalayas to rival it. The 
Austrian side is more' difficult, as the gradient is 
steeper and there are more hairpin corners, whilst the 
altitude at the bottom is 2,940 feet above sea level, 
and I think I am right in saying that no British high 
road goes as high as this, not to mention starts there, 
whilst the top is just over 9,000 feet above sea 
level. There are therefore over 6,000 feet to climb 
in a distance of fifteen and a half miles, this giving 
an average gradient for the fifteen and a half miles 
of I in 13. This you may think is not steep, but 
with forty-six hairpin corners to negotiate it is rather 
difficult, and I may add that motor cyclists who have 
seen very little worse than the Sutton Bank corner, 
and the so-called " hairpin " from the foreshore to 
the town at. Saltburn, simply do not know what a 
hairpin corner is. The road is not cleared of snow 
till the middle of June, and before then it is, of 
course, impassable for traffic. 

But, to return to how we fared, I found the 
gradient easy at first, and had done about three and 
a half miles when I .spotted the Bradbury propped 
up, but I saw no Billy, so I kept going, passing over 
the Trafoi-Bach three or four times by bridges that 
span this turbulent river. The gradient seemed to 
be getting steeper, so I opened the throttle a litlle 
more. I remember very little of the road till Trafoi 
was reached, which is about halfway up, and is a 
magnilicently situated village with a palatial hotel. 
I was ambling along, gazing about me, when — 
"Great Scott!" too late, I found a hairpin to the 
right, and, as I was going about ten miles an hour, 
and almost every one of the forty-six hairpins cannot 
he ridden up at over' six miles an hour, I soon <'ame 
to a standstill; Iml, with a heave, I ran a few yartls 

from page 71.) 

and was again climbing. Oh ! those hairpins ! The 
narrow shaves I had as I sneaked round one after 
another, till once more I came to one that again 
proved my undoing, so I put the bicycle on the 
stand and waited for the Bradbury. I could see very 
little of the road, as it was much hidden by pine 
. trees, but I soon heard Billy coming, first slowly, 
then a roar, then "Bang! Bang!'' several times 
repeated, as he gingerly took corner after corner; 
then he came to the one approaching the spot where 
I was resting. I could hear him shut off as he caught 
sight of it, then he appeared round the hairpin and 
opened out, but he was goirig too slowly, so finally 
stopped and placed his machine alongside mine, while 
we exchanged experiences about the corners. Again 
we set off. This time I was first, and round hair- 
pins galore I wriggled till I was nearly dizzy. I 
espied a spring splashing merrily into a small 
wooden tub, and, although the bicycle was pulling, 
well, I could not miss the chance, and dismounted to 
have a refreshing drink of the icy cold water. Grange 
soon came up, and did likewise, but, in addition, 
emptied the whole tub of water on to his engine — a 
proceeding I thought very silly, but, as luck would 
have it, the cylinder was not cracked. 

With a now cold engine, the Bradbury set off 
again, whilst I soon followed, to be pulled up a mile 
or two on at a large hotel at Franzenshohe, where, 
almost in the shade of the loftiest peak of the Tyrol, 
the magnificent Ortler (12,800 feet), and in sight of the 
Madatsch glacier, we went in for something wet and 
cold. This hotel makes a good resting place for the 
enormous numbers of, walkers, etc., not forgetting a 
quantity of diligences with anything from two to six 

Grange again set off, and I followed. More hair- 
pins and many breathless moments, in one of which 
I again ran into a gutter, and could not get under 
way again. There were only a430ut four more corners 
to the top, so, with a cheery hail from my companion, 
I .set off and soon reached the summit. 

Winter and Summer in One Day. 

We arranged to spend the niglit at the summit, and 
got rooms at the Hotel Ferdiiwndsliohe, the day's run 
being sixty-eight miles. The road up was in very 
good cgnilition, and whilst at the bottom we were 
sweltering in the heat, we found there were huge 
banks of snow within a few feet of the hotel door, 
and this was the end of July ! 

The frontiers of Austria and Italy join at tiie 
sunmiil, and the proximity of forts in the neighbour- 
hood forbids any photography, but I got permission 

JANUARY 25th, igi2. 


To the Tyrol and Back on Motor Cycles. — 

from the customs officers to take a photograph of the 

hotel and the said officers outside enjoying a meal. . 

I cannot describe the pass better than by saying that 
the comers almost beggar description, and the road is 
like a jumping cracker gone mad.- The view, as is 
to be expected, is magnificent with the snow-clad 
Alps all round, and as evening wore on the sunset 
was a sight never to be forgotten, whilst in. the dis- 
tance intermittent flashes of lightning lit up the 
. glistening peaks. 

We each had five stops during the ascent, but 
we took things easily, and did not fag ourselves once. 
We were quite satisfied, taking all things into account. 

Next morning,. Wednesday, the 25th, after an early 
breakfast, I went into the custom officer's room, and 
was paid back yvithout any. trouble the jQg duty we 
had paid on our machines on July 21st. -The J^y 
consisted of about fifteen notes that looked more 
like dirty red blotting paper than anything else. 

We now began the descent, and soon came to St. 
Maria,. where we presented our C.T.C. tickets at the 
Italian Customs House, and were given a permit, while 
seals were affixed to our machines without any trouble. 
I may here say that we had had our seals and huge 
number plates for Austria taken off at the summit 
as we left Austria. 

The descent down the Italian side was great fun, 
for we now took the hairpins easily, and on one was 
a huge drift of snow, which Grange 
jumped on in exhilaration. We 
passed several score of carbineri with 
mules laden with what appeared to 
be Maxims, and went through a few 
tunnels, with the water dripping 
down our necks. At last we reached 
the bottom with our engines prac- 
iically cold. 

By a fairly straight but very dust\' 
and hot road we had a fast run 
through Bormio, St. Antonio, Grosio, 
Tirano, Trescendo, and Sondrio, till 
I was pulled up with a nail in the 
back tyre. 

Shortly afterwards, through 
Morbegno, w_e caught sight 
of beautiful Lake Como 


glistening in thfr sun. At Colico we were at the lake 
side Hnd we had a glorious run of about twenty-five 
miles^along Como, through Dervio, Bellano, to Lecco, 
wliere, on consulting our handbooks, we decided to 
put up at the Hotel di Croce Malto, at which we 
found the charges moderate. The day's, run was 106 

Lecco proved very disappointing, and we decided 
to spend the next day at Como. A frightfully dusty 
road, very bumpy through Erba, and then a few long 
climbs brought us to Como, where we put up at the 
excellent Hotel Volta. 

A pleasant day was spent at Como in having a 
welcome dip in the lake, etc. In the evening we 
were crossing, the Place Volta when we heard a motor 
bicycle knocking horribly, and, strolling across, we 
recognised a well-known British make, which shall be 
nameless. The owner, an Itahan, was quite pleased 
at the interest we took in him and his machine, but 
my offer to bet him 100 lire to one centisimi that he 
could not dcr the 120 kilometres a Fheure, which 
he said he could do, brought only a smile. 

Next morning we set off, again on atrocious and 
dusty roads, through Varese, Gavirate, to Laveno, 
where we decided to cross Lake Maggiore by boat 
to Pallanza, whence we continued our way. Near 
Gravellona are huge granite quarries, and the road 
was so awful we mar\'elled that we had broken noth- 
ing. Following the river Toce through Omavasso, the 
mountains on each side gradually got 
nearer as if to hem us in, till we 
came to Domodossola, where we 
spent the night at the Hotel Ter- 
minus e Spagne, after a dusty and 
hot run of fifty-eight miles. 

It was here that poor Chavez 
was killed after flying over the Alps, 
and there were grim mementos — 
picture postcards of the accident, 
etc. — that brought home to .us the 
stupendous feat of that plucky 

The following morning, Saturday, 
29th, we left Domodossola and made 
our way by a frightfully 
dusty and bumpy road ■ 

(2) Something rke hairpin corners ! Hearing 1h3 lop ol the Stelvio, 
which is about 9,000 (eet above the sea. 

(3) At the summit. The customs officers may be seen to the right ci Ibe 
photograph. Tne snow in the background will be noted, also the hotd. 

JANUARY 25m, igi2. 

The Swiss customs officer would not take Italian 
money, but he was careful to give me three huge 
Italian five-lire-,pieces in change. 

We also had to conform to the obnoxious regulations 
which say that you cannot cross the pass on a Thurs- 
day, the time for the twenty-four miles must not be 
faster than six miles an hour, and the time you can 
be let out at the other end is written on the permit 
and must be given up at the other end ; corners must 
not be taken at over two miles an hour, you are not 
allowed to start before 9' a.m. and not after 5 p.m., 
and a lot more silly regulations ; whilst for infringing 
any of them you are liable to a fine not exceeding 

(To be concltideci next week.) 


To the TjTol and Back on Motor Cycles.-^- 
towards the Simplon Pass. We had done about 
ten miles of undulating road with some very 
steep pitches, on lowered gears, when we came to 
Iselle, where the new Simplon railway tunnel ends with 
its yawning mouth close to the road. We could see 
a huge bank of snow now and again just off the road, 
and at Iselle we were stopped by the Italian Customs, 
where our seals were removed and our permit given 
up, as we were now leaving Italy. About six miles 
further on we again had to stop, this time at Gondo, 
where the production of our C.T.C. tickets gave us 
free entry into Switzerland again. This was not all, 
however, as we had to get an authorisation to cross 
the pass, which costs two francs each motor cycle. 

>— o*^ 


WHICH is the best method of attaching a badge 
to the handle-bar of a motor cycle? Some 
A. A. motor cyclists complain that there 
is not sufficient unoccupied space for the badge 
to be attached directly to the bar, and often 
when there is room there are too many other 
impedimenta such as mirrors, horns, watches, speed- 
ometers, and the Jike to render the badge clearly 
visible to the patrols. Obviously the best place is in 
the centre of the machine, and the badge in some 
cases is attached to the rear of the lamp (as in the 
case of the machine illustrated), which is an excel- 
lent position with the sole objection that the lamp is 
seldom sufficiently strong to carry it, but lamps vary 
so much in -design. Some motor cyclists carry the 
badge on the number-plate. On the whole a support 
from the top tube would seem to be as suitable a 
place as any; 

An A.A. badge attached to the rear of the lamp. 

— ^-^^D O ^&*— ^ — 


NOT long ago we described in these columns the 
new Lukin automatic carburetter. Since then 
we have had the • opportunity of giving it a 
thorough road test on one of our machines. The Lukin 
has given great satisfaction under all conditions ; it 
enables the engine to run extremely slowly (slower, in 
fact, than any standard carburetter we have tried), and 
at the same time the engine will pick up at once on 
suddenly opening the throttle without any of the 
liesitatio-n which is a feature on only too many present- 
day carburetters. We found that we could get just 
about the same power and speed as with the ordinary 
two-lever carburetter, while the steady slow running 
and quick pick up with the single-lever control renders 
it particularly pleasant for use in traffic. It will be 
remembered that after closing the throttle a further 
movement of the control lever permits the ports to be 
opened again, and allows cold air only to be drawn 
into the engine. This is very convenient on a long 
hill, as it has a good cooling and scavenging effect 
on tlie, engine, but the makers' instructions should be 
carefully carried out, and the pcfts should remain 
cUried for a perceptilile time before using (he air 
firake, otherwise any loose petrol in the chamber is 
cari;uretted, and has the effect of cpening the throttle 
for several revolutions. Adjustments are very simpTe, 
:iiid can be carrii-d ciut by llie merest novice. The use 


of the single-lever control combined with the air 
permits one to drive on the throttle only, and 
hardly ever necessary to the exhaust lifter. 

it is 


Ti.e Lukin single lovor carburettor Otted to a 3i h.p. Csntiur. 

fAIiUAMY 25ih. 1912. 

A selection of (Questions of general 
interest received from readers and our 
replies thereto. AH queries should 
be addressed to the Editor,- "The 
Motcr Cycle," 20, Tudor Street, E.C., 
and whether intended for publication 
or not must be accompanied by a 
stamped addressed envelope for reply. 

TaUng a Sidecar to IndX . 
Will ■ you be so- good -as to 
inform me on the following 
points, for which I shall be 
greatly obliged : (1.) Is a solid 
crate of wood, as opposed to an 
open lattice wood crate, required by 
tile shipping companies for the trans- 
port of a motor cycle and sidecar ? 
(2.) Which would be more economical, 
having one crate made for both in 
combination, or a separate crate for 
each? (3.) Can you give me the 
names of any companies who under- 
take this kind of work ? My machine 
is an 8 h.p. Bat and sidecar.— C.11..S. 
(1.) It is best to pack in a closed case. 
You can get rates from Messrs. Turner - 
Bros., 134, Upper Thames Street, London, 
which include cost of packing. Of 

course, there is an extra charge for the 
sidecar.. (2.) .Messrs. Turner always 
pack the machines so as to take up as 
little room as possible. Generally speak- 
ing, they find it more economical to have 
two separate cases. They recommend a 
closed case, as a crate renders the con- 
tents liable to damage and pilfering. 
Lamps and Lenses. 
I wish to buy a lamp for my 
<|q| motor cycle — the cheapest I can 
1^ get — bar, of course, rubbish. 
liJ (1.) Is there any objection to 
self-contained ones? I have 
•seen a very neat one at lis. 6d. 
Gamage advertises in The Motor Cycle 
n lamp at 12s. 9d., and generator for 
same at 8s. 6d. Is this reliable? (2.) 
What is the Mangin lens, and is 
it much superior? (3.) Why are 
.the lamp glasses sometimes divided 
into several pieces? (4.) I am getting 
a second-hand 3^ h.p. Humber, and 
- attaching sidecar. Would you alter 
' the variable pulley so as to put same 
permanently on lowest gear ? I intend 
to use sidecar continuously, riding 
- chiefly in Cheshire. — F.J. A. 
(1.) The only objection to the self-con- 
tained lamp is that it requires a stronger 
bracket than one with a separate gene- 
rator. The lamp sold bv Messrs. Gairage 
[should be quite satisfactory. (2.) The 
tMangin lens is the name given to a cer- -. 
tain type of mirror lens now fitted to 
most high-class lamps. (3.) The front- 
;glass of a lamp is divided so as to pre-' 
.vent cracking. Very often if a glass 
gets hot in one place it will crack, as 
■glass expands excessively. When, how- 
ever, a glass is divided into sections, if 
one section becomes hottei- than the othei 
it has more room to expand. (4.) Yes, 
unless you- have a change-speed gear on 
your machine you will have, to set the 
viariaHe pulley probably at its lowest 
'gear. -.- 

Four-cylinder Machines. 
Is there anything against shaft 
transmission on a motor bicycle 
with a multi-cylinder engine 
that it is so rarely adopted? 
What is your opinion of the 
four-cylinder F.N. as a machine for 
a light sidecar in a hilly country? 
Does the number of cylinders introduce 
any complication which a person with 
some experience of a four-cylinder car 
cannot easily get over? — H.P.N. 
The only thing against shaft trans- 
mission is that it is necessary to have 
a good clutch or £ome slipping device 
between the engine and the rear wheel, 
otherwise the ,drive is more harsh than 
a beit. Fitted with a two-speed gear, 
the machine would take a sidecar in 
average hilly country. The machine in 
question should present no difficulty to 
anyone who has had any experience with 
a motor cvcle or car. 


Correspondents are urged to v^rite 
clearly, and on one side of the paper 
only, numbering each query separately 
arid keeping a copy, for ea-e of refer- 
ence. Letters containing legal queries 
should be marked ' Legal "in the left- 
hand comer of envelope, and should 
be. kept distinct from questions bearing 
on technical subjects. 

Charging Accamulators oil Mains. 

Could you kindly explain how 
I couIJ rig up an apparatus off 
"240 volt" mains to charge accumu- 
lators .(four volt), and what 1 
should need to get to do so? — 
EN 1375. - ' 

It is possible to charge accurhulators off 
240 volt mains, iiut vefyexpensive unless 
you connect them up only when the Hght 
is required. If the current is continuous 
it can be easily done by removing the 
cover ' of a s\vitch controlling one or 
more lights and attaching wires to tht 
two terminals. The \- terminal must 
then be attached to plug on the accu 
mulator. To find the positive and 
negative terminals, dip the ends of the 
wire,« in a cup of water to which a little 
vinegar has been added. Bubbles will at 
once appear on the negative wire. Havi 
two or three 16 c.p. lamps in circuit, but 
do not switch on in the ordinary way 
or you will short circuit the accumu- 
lator. If the current be alternating, it 
will be necessary to purchase a trans- 
former. (i?ee page 52 of our issue for 
the 11th inst. ) For more detailed in- 
structions see " Motor Cycles and How 
to Manage Them," pages 152-155, Is. 2d. 

post free from 20, Tudor Street. 


Almost the whole of the country was covered in a raaitle of snow last week. Our illustration shows a 

A h.p. Royal Enfleld sidecar forging its' way along under difficulties. 

, ■! f 

go - 

Bells and Sidecars. 
rZTi I should be obligfid if you 

l^i criiiltl advise me on or two 
LiJ poiiita. I lide a 7 h.p. Ilex witii 
sid^iar, and find the inacliina 
very satisfactury exeepl with i-egard to 
Ijelts — rubber ones wear out very souri, 
and leather one? get a lut of grit 
embedded in them ; in fact. I find that 
1 have to get the grit out with a shce- 
mahtr's rasp every 100 miles. I have 
fitted an e.Kira guard between the back 
wheel and belt "rim, but that seems to 
make little difference. Is there any other 
position 1 can place a 'guard in to 
keep the grit away? (2.) Would ifc 
maice the macliine more silent if I 
removed the silencer and fitted exhaust ^ 
pipes as used in the T.T. race. (3.) 
Although, my sidecar is a oastor wheel 
and steers with no apparent side drag, 
I find the tyres on the bicycle wear 
very rapidly, even the front one, which 
seem.= to wear more on the sidecar side 
tliaii the other. In all other respects 
I find the combination most excellent. 
— BL1840. 
(1.) It is only to be expected that a, 
7 h.p. with sidecar will wear out belts 
very rapidly indeed. See "Winter Mud- 
guarding" in our issue of December 7th, 
1911, and " Dodgeg on the Exeter Riin," 
January 1st. 1912. (2.) Pos.sib!y if you 
fit an expansion chamber with, say, one 
baffle plate in it, and use a long exhaust 
]]ipe leading from this you will reduce 
the noise of your machine. (3.) 

Probably your front wheel is not quite 
in. track. There should not be very 
much wear on the front tyre, though 
certainly a little more than if a sidecar 
were not used. 

6 h.p. Twin for Sdccar Work. 

(1.) Can you thoroughly 
recommend the 6 h.p. Zenith- 
Gradua motor cycle for sidecar 
work with a heavy passenger 
in a hilly country ? (2.) I.s 
it easy to control in traffic? " (3.) Is 
the belt drive really as black as it 
is so often painted for sidecar work? 
I see in your answers to "B.P.B." 
and "DL75" in the issue of Decem- 
ber £8th, 1911, you advise chain drive 
for heavy passenger work. (4.) What 
is the petrol consumption with this 
machine and a sidecar? (5.) Is it easy 
to manage as a solo mount? (6.) What 
are the alleged advantages of the castor 
or spring wheel sidecar over the rigid 
type? (7.) Is a S^in. Hutchinson 
rubber non-skid tyre strong enough 
for the back wheel of the sidecar com- 
bination in question? — LA 1877. 
(1.) We can thoroughly recommend the 
machine mentioned in your letter. (2, ) It 
is simple to control in traffic. (3.) There 
is no doubt whatever that when two 
people have to be propelled, chain drive 
is to be preferred to a belt ; it should be 
economical, and aI.''o possesses the ad- 
vantage of being unable to slip what- 
ever the weather conditions may be. (4.) 
The petrol consumption woi.l 1 be about 
sixty miles to the gallon with sidecar. 
(5.) It shoul I be ea.'-y to manage as a 
solo mount (6.) The caftor wliecl side- 
car is claimed to strain the frame of the 
machine less than the spring whjel or rigid 
types. It doc."! net, howev( r, prevent 
fideslip fo effectually. The spring wheel 
Bidi .ar, on the other hand, has another 

advantage -over, the other two, as it 
renders riding more comfortable tor the 
passenger. (7.) We should recommend 
a 2,jin. steel studded tyre of the same 

Throttle and Air Valvei. 

I had noticed, like Mr. B. 
Sparks Field, the letter saying that 
too weak a mixture would over- 
lieat as well as a too strong one, 
and had reasoned it out similarly, 
consequently I was pleased to read ex- 
planatory letters ill your paper. I have 
had a 5-6 h.p. cycle and sidecar about 
three months, but had been studying 
your books, " Motor Cycles and How 
to Manage Them," "Hints and Tips," 
and the questions and replies, etc., in 
your papei' for months beforehand. 
From reading and talking with riders I 
understood tliat opening the throttle 
lever gave the engine more petrol, and 
the air lever, of course, more air. 
After taking my Amac to pieces I 
began to alter my ideas, and reading 
the letters seemed to confirm them. 
Now it seems to me that the air lever 
alters the mixture, and the throttle 
alters the amount admitted to the cylin- 
ders. Consequently, I came to think 
that by opening the throttle only a little 
the pistons would only be able to suck 
a half charge of ■ a correct mixture, 
provided the air lever was in the right 
position. Am I right. If not, a full 
and lucid explanation of the action of 
the carburetter valves would enlighten 
not only me, but many others. As my 
machine travels too fast for my- wife, I ' 
want to know how to travel slowdy 
without overheating, and I want it 
explained to me how it acts. How 
are new platinum tips put on to 
the contact breaker screws? I cannot 
understand, if the separating of them 
causes a spark at the plug, why 
they can open too much. I can under- 
stand the necessity of the plug points 
being correctly set, as the spark has to 
jump them. — H.I. 
You are quite right in the conclusions 
you have arrived at respecting your 
carburetter. The throttle controls the 
quantity and the air valve the quality 
of the mixture. To drive slowly you 
close both valves to some extent because 
less gas will tie required, and at slow 
speeds the suction of the engine has less 
effect on the. petrol in the jet, and, conse- 
quently, if the air were not cut off at all 
you would get too weak a mixture. B.e- 
garding your magneto queries. It is 
better to get new screws from the maker 
of the magneto than to. attempt to re- 
tip them yourself. There are three 
reasons for the instructions that mag- 
neto points should separate only the 
correct distance of 0.4 mm. (1.) If the 
points separated too far there would bo 
jiamnicriiig l)etwcen them. (2.) It would 
upset the timing. (3.) A flame passes 
between the points when they separate, 
and if the distance this flame had to travel 
was too great it would del^ract from the 
intensity of the spark at the plug. 

Hiring on a Sundry. 
1 hi rod a motor cycle 
Sunday morning 

JANUARY 25th, if)i2. 

and when taking the machine out on 
the following moriung I found the 
wheel was rocking a little. 1 took it 
to a garage, and as it was Bank Holi- 
day the people were unable to repair, but 
they took the %vheel out the next day 
and did what they could, but infonned 
me they thought One of the parts in 
the hub (free engine) fitted badly, 
and they tried all day, but did not 
seem to cure the fault completely, 
and thought the part ought to go back 
to the makers. I rode back on the 
Wednesday morning, arriving about 
eleven — a day and a few hours late, I 
take it. 1 informed the firm here 
what had happened, also what I had 
been told. Uhey said they would soon 
.put it right, however, and on enquiiy 
a few days afterwards, they informed 
me the machine was running splen- 
didly and had been a long journey. 
I broke three spokes through getting 
the brake caught ; apart from this and 
the other trouble the machine was 
quite satisfactory. Two months have 
elapsed, and they have now sent me a 
bill for a lot of other repairs, and also, 
charged me with double hire. The 
charge is nearly £3 IO3., and I think 
it very unfair. I should be pleased 
to knew 'if I have a right to dispute 
the bill, or am I liable to the charges? 
— H.C.G. (Oxford). 
Our legal adviser writes as follows : " As 
the , contract -of hiring was made on a 
Sunday, the agreement was illegal, and 
therefore not binding on the parties. 
The question of paying for the hire of 
the machine beyond the period arranged 
for does net therefore arise. If it can 
be shown that your correspondent did 
anv damage to the machine wdiile he 
had it, through his negligent use of it, 
he will be liable for this. Should a 
summons be issued against him, it is 
necessary for notice to be given at least 
five days beforehand of your corre- 
spondent's irt^ntion to plead the statu- 
torv defence that the contract is illegal, 
under the Sunday Observations Act, 
1577. It will also be necessary for h'm 
to have the repairer he employed there, 
to support him as to the reason of the 
damajp done to the machine. It would 
probablv be best to deny ,all liability 
i'l connection with the hirir's and the 
damage, but to offer a small sum in 
settlement of the" 

to be return.'d 
first thing on the following 
Tuesday morning. I rodc! over 
a hundred miles on the Sunday, 


Reader's desirous of cbtainine; the experiences 
of other; with various motor cvcles or accessories 
must enclose a stamped addressed envelope in 
which the replies n ay be forwarded. Answers 
to the Querici below should be addressed c/o 
The Ed.tor. 

"M.J." (Glasgow). B.IT.K. free cnginfl 

"Oxter" (Oxford).— 3i h.p I'rooklaiids.. 

"U.S." (Newcastle). — Alhjon ai.d Mabon 
free engine clutches. 

"" (Greenwich). — 3i h.p. 
/5ouith-Gradua with sidecar. 

" R.D.Y," (Kent).^i<'itting Albionclutch 
hub, what structural alteiations are neces- 
sary to a 1911 Douglas? 

"'.VV.,I.M." (Prcatoii). — 2i . h.p. Levis 
lightweight. • 

"C.'l. :' (Newark). — 5-6 h.p. four-cylinder 
F.N. with sidecar. 

"F.,J.F." (Cuinborland).— 5-6 h,p. Clyno. 
atui 5-6 li.]i. four-cyliudcr F.N. (two-speed) 
with sidecars. . 

'IASUMkY 2^h, igi2 

THIS trial, held on Saturday last, was to all intents and 
purposes a quarterly trial under new management. 
It will be remembered that the Motor Cycle Manu- 
facturers' Union was the means of the Auto Cycle 
Union annual series of quarterly trials being abandoned at the 
end of last year; the Herts County A.C. filled the breach, 
arranged ihe start and finish of the first trial at Uxbridge, 
and yet the trade supported the event, including some firms, 
members of the Manufacturers' Union, which were-said to be 
entirely against the Quarterly Trials. 

Midland and North-country readers will read with surprise 
that the trial could have been held, a,s almost the whole 
country fifty miles north of London was covered in a deep 
mantle of snow. Wires to ilr. Cooke, the Organising secre- 
tary, elicited the surpiising information that there was no 
snow in London and the trial would be held. Entrants from 
the Birmingham, Wolverhampton, and Coventry districts 
were, therefore, obliged to train up to the starting point, and 
we heard of several who had been absolutely unable to test 
their machines on the road, and were considerably concerned 
as to how they would behave on the hills. 

It was drizzling with rain as the undermentioned competi- 
tors were despatched by Mr. G. Smith, from the Chequers 
Hotel, Uxbridge, at half-minute intervals, fifty-nine starting- 
nut of an entry of seventy-one. 

C. C. Cooke (3i Triumph) 
W. Cooper (3^ Bradburv) 
V. Wilberforce (2| Douglas) 
W. F. Newsome (3-^- 

E. C. Jarvis (34 Triumph) 
E. A. Colliver (b Zenith) 

A. J. Dixon (3^ Rudge) 

J. Holroyd (2^ Motosacoche) 
T. E. Seear (2^ Motosacoche) 

B. Alan Hill (3^ Rudge) 
G. T. Gray (3^ Rudge) 
S. Witham" (6 Matchless) 

W. Wilson (4-i Howard-Pre- 

E. A. JIarshall (2^ 

Rex- iluudy (3^ Singer) 
J. Oliphant (34 Premier) 

F. W. Applebee (2 Centaur) 
•H. Beal (3 N.S.U.) 

G. L. Fletcher (2J Douglas) 
L. Cass (34 Quadrant) 

M. Drew (34 Zenith) 

C. Aslin (24 Grandex) 
R. Fletcher (34 Premier) 

P. H. Bentley (3J- Triumph) 
JB.. C. Mills (34 Premier) 
^. M. Down (2| Enfield) 
1. A. Cooper (34 Bradburv) 
V. P. Tippett (34 Brook- 
I. A. Matthews (34 Zenith) 
i. G. Fenn (2| Humber) 

H. Berwick (2J Humber) 

G. Griffith (34 Rover) 

G. Baxter (2| Saxon) 

R. G. Charlesworth (34 

H. Haddock (24 A.J.S.) 
C. ^V. Meredith (34 Brad- 
A. R. Abbott (34 Bradbury) 
Vernon Taylor (34 Rudge) 
J. Woodhouse (34 Precision) 
W. H. EUce (34 Rudge) 

A. J. Sproston (34 Kudge) 
W. 0. Oldman (5-6 Bat sc.) 

B. T. Rice-Pyle (8 Bat sc.) 
Edward Tee (6 Zenith &c.) 

F. W^ Barnes (6 Zenith sc.) 
W. H. T. Rhys (8 Zenith sc.) 

G. S. Drew (6 Zenith sc.) 

C. R. Taylor (7-8 Chater- 
Lea sc. ) 

E. G. Atteuborough (7-9 
Indian sc.l 

C. E. Holmes (8 Chater-Lea 

D. J. Blackburn (6 Zenith 
sc. ) 

F. Smith (5-6 Clyno sc.) 

C. F. Halsall (5-6 Clyno sc.) 
R. E. Guest (6 MateMess sc.) 
J. Chater-Lea (8 Chater-Lea 

Averies Ponette 

Co. (7 

The roads from the start were very muddy, rather too wet 
to be treacherous, but the amount of surface water told its tale 
on the belt-driven machines. 

Through Watford to St. Albans vras a non-stop section, but 
competitors were early in trouble, E. A. Marshall (S I.A.M.T.) 
and A. J. Sproston (Rudge) being passed by th° roadside, 
whilst on Rickmansworth Hill G. S. Drew and l'. J. Black- 

burn (6 h.p. Zenith sc.) came to a standstill. C. Ashn (24 h.p. 
Grandex) had evidently forgotten to fill his petrol tank at the 
start, for he, too, stopped and had to push to the next village. 
At the foot of Holywell Hill, St. Albans, competitors were 
timed in by Mr. D. K. Hall, and then despatched singly up 
the 1 in 9 gradient at 10 ra.p.h. 

Groups of spectators had gathered to see the fun. How far 
competitors were successful will be seen by the summary of 
hill-climb results, but the best performance was by J. 
Oliphant (34 h.p. Premier), whose machine with Arm- 
strong gear toyed with the ascent. The next nearest 
to the set speed was W. Cooper (34 h.p. Bradbury). 
The slowest ascent of all was made by E. A. Colliver 
(6 h.p. Zenith-Gradua), and though this rider gained notlung 
extra thereby, we mention the fact, as it is significant to note 
that he was successful in making the fastest time in his class 
on both the other test hills — a fine advertisement for the 
infinitely variable gear. The change-speed machines, of 
course, had little difficulty in keeping to 10 m.p.h. on Holy- 
well, especially after being allowed to cool their engines at the 
hill foot. Of the others, W. F. Xewsome (1912 free engine 
Triumph) and J. S. Holroyd (24 h.]). Jlotosacoche) made slow 
but sure climbs, W. P. Tippett (34 h.p. Brooklands) broke his 
belt, and G. L. I'letcher (2| h.p. Douglas) nearly came off as 
his engine stopped firing, due to the petrol tap having been 
turned off at the hill foot. He immediately grasped the reason, 
swung his machine half round, and the engine just picked up 
in time. In Luton crowds turned out to see the ridei-s file 

The Second Non=£t>p Section. 

Again a non-stop section was arranged to Barton-in-the-Clay 
(which village did not belie its name). Here competitors were 
marshalled for the ascent of Sharpenhoe. There was no timing 
at tliis point, but observers were stationed. Several failed. 
Between Sharpenhoe and Dunstable competitors could dis- 
mount and do what they liked, and many took advantage of 


W. F. Newscms (Triumpn) and A. J. Dixon (Rud»e) bein? star'ed trcm u nonage. 
The first named won the cup in the trade section and gained most mirks. 


JANUARY 25th, igi2. 

Herts. County A.C. Open Trial — 

the opportanity, so that the results from a reliability point of 
view must net be taken tco seriously. 

The Uunstabla control weis missed by many, ai'd rs the 
Herts County A.C. makes its awards on the vexatious system 
of riding to a split second schedule, many of the competitors 

The 100 miles' route followed by tne Quarterly Trials Competitors last Saturday 

liad to dismount and ride back to find the official in charge. 
There was an abundance of unrolled stones scattered over 
the roads, and the single-trackers scored here, as til y could 
pick thsir way. Not so the passenger machines, and several 
were hung up with tyre cuts and bursts. A stone cut clean 
tlirough the sidecar tyre of Frank Smith's Clyno, of Porlock 
fame, and though it seems hard that a good machine should 
suffer on account of tyre trouble, Smith has had a good run 
of luck, and must not be tco disappointed. Still, the burst 
might have happened a few miles further back, and then no. 
marks would have been lost, although this is hardly as it 

j should be. Through Aston Clinton to Tring brought the 
I first stage of tlie run to a close. A capital lunch was served 

at the Kose and Crown Hotel, and in an hour competitors 

were on thiir way again. 

Aston Hill-climb. 

The first incident after lunch was a timed ascent of Aston 
Hill, where Messrs. F. Straight and F. T. Bidlake were 
stationed. The surface was drier here than anywhere. A. 
G. Fenn, whose twin Huiober was running magnificently, 
made a fine climb. W. F. Newsome (Triumph) was^, 
fustcst, be<iting Colliver by one-fifth of a second. F. W. 
Barnes (Zenith), with VVeatherilt in his "cobweb" sidecar, 
opened the spectators' eyes as he sped up faster than some 
of the bicycles. U. J. Llackburn's machine could not have 
been running well, as he again failed. 

The actual times of the class leaders on Aston Hill, ne'ar 
Tring, are given below for comparison : 

■ ^ Class A. 

A. G. Fenn {2j Humber) 

H. Berwick (2| Hun,b=r) . ... 
K. A. Marshall (S.t.A.M.T.) ... 

Cl.ass B. 
W. F. Newsome (3i Triumph) ... ..., 

C. C. Cooke (3j Iriumph) 

V. Taylor (3i Kudge) 

Cl.asses C and E. 

E. A. Colliver (6 Zenith) 

S. Witham (6 Matchless) ... .... 

Clas-s D. 

F. W. Barnes (6 Zenith sidecar) 
E. E. Guest (5 Matchless sidecar) 
E. G. Attenborough (7-9 Indian sidecar) 

Through Wendover, EUesborough, and ICimble the going ■ 
was particularly bad, narrow tortuous lanes providing the 
competitors with no end of exciting incidents. Troubles were 
plentiful. We passed C. C. Cooke (triumph), R. Fletcher 
(Premier), and W. P. 'iippett (Brooklands) effecting adjust- 
ments by the road side, whilst in I'rinces Risborough Oldnian. 
(Bat) suffered a. puncture in the back tyre. 

A comparatively unknown hill was encountered after pass- 
ing the foot of Kop Hill, Princes Kisborough, viz., Pink 
Hill. This ascent is not exceptionally steep, but there is a 
hairpin bend to the left which caused considerable trouble. 
Fortunately, the surface was comparatively dry. 

m. s. 
1 d5i 
1 39| 

1 3i 
1 5-L 

1 161 




1 23| 
1 47 

Two meets oi 
diQerenc kinds 
clish at tht foot 
of Holywell Hill, 
St. Albans. It is 
a pity that com- 
petitors were 
allowed to cool 
their engi nes and 
alter gsars fcr 
the hlll-test3. 


■ JAUtJARy- 25th;igi2. - ^ - f|OT« gOLIS 

Herts. County A.C. Open Trial — 

The compeo^tors' performances on Pink Hill were really 
disappointing. . There was q^uite <a crop of failures on this 
1 ascent, which is somewhat similar to tarlow Bank, but not 
. nearly so steep. \V. Cooper aiid Newsome went up well; 
Holroyd pedilled slightly; G. L. Fletcher, Fenn, and 
Berwick, on lightweight twins, made as good ascents as the 
bigger machines ; Barnes, in the passenger class, went up in 
his usual style. Among the failures were A. J. Dixon, 
T. E. Seear, H. Beal, E. J. Bailey, M. Drew, H. C. 
Matthews, W. Wilson, W. P. Tippett. G. S. Drew, E. Tee, 
C. F. Halsall, C. E. Holmes, D. J. Blackburn, and Averies' 

The route now lay through Missenden to Aniersham where 
the rideis were once more marshalled for the ascent of Rectory 
Hill, but, owing to the fact that the timekeepers had not had 
time to cat-ch up, a delay of fifteen minutes occurred. This, 
of course, allowed opportunities for engine cooling, which 
should not be permitted. 

Too Complicated. 

Before going further, we should explain that the general 
feeling was that the competition was far too complicated. 
There were too many controls and non-stop sections, and 
too much split second timing ; few really understood whei'e 
they could get off and make adjustments and where they 
could not. Why the unobserved sections were included at 
all it is difficult to understand. A reliability trial should 
be a non-stop run, or it is no useful guide to purchasers. 
Even of the score who have been credited with non-stops, 
we observed several fiddling with their machines, shortening 
belts, and altering gears, by the roadside. 

On Rectory Hill, Messrs. F. T. Bidlake and D. K. Hall 

took the times. Again those who haa done well in the 

. previous hill tests shone conspicuously, Colliver on this 

occasion displacing Newsome for fastest time. The times 

of the class leaders on this hill were : 

Class A. 


. W. Barnes (6 h.p. Zenith sidecar) roundin? the bend at the foot o( Aston Hill, 
followed closely by W. H. Elce (3^ h.p. Rudie). 

A. G. Fenn (2| Humber) ... 
G. L. Fletcher (2| Douglas I 
H. Beal (3 N.S.U.) 

Class B. 
W. F. Newsome (3-^ Triumph) 
V. Taylor (3i Rudge) 
A. J. Dixon (3g Rudge) 

Classes C and E. 
E. A. Colliver (6 Zenith) ... 
S. Witham (6 Matchless) 

m. s. 
1 8| 
1 25| 
1 291 

... 25 
... 8 
... 5 


... 25 
... 23 
... 22 


... 14 

m. s. Marks. 

F. W. Barnes (6 Zenith sc.) 54 ... 25 

E. G. Attenborough (7-9 Indian sc.) 1 16^- .,. 3 

C. R. Taylor (7-8 Chater-Le.t sc.) ... 1 22 ... 

Vernon Taylor was baulked by a boy, and was allowed 
another ascent ; this time he overtook another competitor 
in the middle of the road and lost valuable seconds in 
cutting in. 

H. Berwick (twin Humber) suffered bad luck. He was 
travelling well, but something temporarily went wrong with 
his three-speed geai', for tlie engine roared round and 
gradually came to a standstill. H. A. Matthews (Zenith) 
started with his compression tap open, so that his time was 

Though the marking of the route was good on the whole, 
one or two doubtful places were unmarked and eevcral 
went wrong in Amersham, missing Rickmansworth alto- 

Fifty of the fifty-nine starters were timed into Uxbridge, 
mostly in daylight, and in the evening the following were 
given as the non-stops : 

A. R. Abbott (?i Bradburv) 
W. H. Elce m Rudge) 
J. Chater-Lea (Chater-Leasc.) 
E. G. Attenborough (7 

Indian sc.) 
C. W. Meredith (3i Bradbury) 
C. R. Taylor (Chater-Lea sc.) 
H. Haddock (2i A.J.S.) 
S.A.M. Witham (6 Matchless) 
Alan Hill (3i Rudge) 

H. A. Cooper (3A Bradbury) 
G. L. Fletcher (2'? Douglas") 
M. Drew (3^ Zenith) 
W. F. Newsome (3^ friuniph) 
J. Oliphant (3^ Premier) 
H. C. Mills (3i Premier) 

E. A.. Colliver (6 Zenith) 

J. S. Holroyd (Motosacoche) 
A. G. Fenn (2| Humber) 

F. W. Barnes (6 Zenith sc.) 

G. T. Gray (3i Rudge) 

Summary of results on Holywell, Aston, and Rectory Hills : 
Class A. — Machines up to 343 c.c. 

W. L, T. Rhys (Zenith) endeavouring to make a repair to his sidecar fraroa 

A. G. Fenn (25 Humber) 

H. Berwick (2J Humber) 

E. H. Marshall (2^ S.I.A.M.T.) 

Cuss B. — Single-cylinders up to 600 c.c. 

W. F. Newsome (3^ Triumph) 

C. C. Cooke (3i Triumph) 

V. Taylor |3i Rudge) 

Class C. — Multi-cylinders up to 670 c.c. 

E. A. Colliver (6 Zenith) 

S. A. M. Witham (6 Matchless) 

Cl\ss D. — Passenger machines. 

F. W. Barnes (6 Zenith sc.) 

R. E. Guest (6 Matchless sc.) 

W. Oldman (5-6 Bat sc.) 

F. Smith (5-6,Clyno sc.) 

. 68 
. 57 
. 56 

.• 95 
. 73 




Herts, County A.C. Open Trial- 
Results and Awards. 

The performances ot the medal winners and the marks 
awarded are given below : 


Name and Machine. 


Gold Medal — 

A. G. Fenn 

(23 Humber) 
Silver Medals — 

G. L. Fletcher 

(2^ Douglas) 

H. Berwick 

(2| Humber) 
Gold Medal akd Cup — 

W. F. Newsome 

(3i Triumph) 
Silver Medal — 

B. A. Hill 

(3i Rudge) 
Bronze Medals — 

H. A. Cooper 

{3J Bradbury) 
R. G. Chariesworth, , . 

(3i Zenith) 


Gold Medal and Cup — 

E. A. CoUiver 

(6 Zenith) 
Gold Medal — 

F. W. Barnes 

(6 Zenith-s.c.) 
Silver Medal — 

C. R. Taylor .' 

(7 Chater-Lea-s.c. 
Bronze Medal — 

E. G. Attenborough . , 
(7-9 Indian-s.c.) 

On H 






















































































The Judge's Report. 

The trial may be said to have been made up of four 
distinct divisions as follows, in each of which a certain maxi- 
mum number of marks were allotted, and penalties specified 
for any departure from the standard : 

1. Running to schedule time, 50 marks maximum. There 
were three controls — at St. Albans, just before the slow hill- 
climb ; at Tring, luncheon stop ; and at Uxbridge, finish. A 
deduction of one mark per minute or part of a minute greater 
than i was made for any deviation from schedule time. 

2. Certain portions of the route were set to be traversed 
non-stop. Any stops on these poi-tions had to be reported, 
and were penalised. Maximum marks, 50 for non-stop run. 

3. Slow hill-climb test. Holywell Hill, St. Albans, is said 
to have an average gradient of 1 in 11, maximum of 1 in 
8. A 10 m.p.h. speed limit was impo.sed. The competitors 
were required to climb the hill at tins or a lower speed, 
being timed over a measured length of 2,600 ft. A deduction 
was made of one mark for every three seconds or part of 
three seconds faster than schedule time. No marks were 
gained by going slower than 10 m.p.h. Maximum marks, 50. 

4. there were two timed hill-climbs. The fastest rider 
in each class scored full marks; a deduction of one mark 
was made for every second in excess of the fastest time in 
the class. Maximum for each hill, 25 marks. 

In the slow hill-climb at Holywell five riders failed to 
make clean ascents in their attempts to drive slowly. 
Twenty-Kve marks have been deducted for such failure. In 
addition to any marks that may have been lost for too fast 
speed. I5ut no olher deduction has been made in awarding 
the marks for non-.stop. 

In running to schedule, there being three distinct sections, 
the full iriiirks — 5" — were equally divided over the three sec- 
tions, so lliiit a rider could not lose more than 17 marks for 
being late at any one control. 

'I'he regulations did not specify the penalty for a stop; 1 
had tjiken it at live marks per stop. Fortunately, this penalty 
does no) in any wav affpct the pliicing of the awards, as the 
recipients have all 50 marks for the non-stop si-ctimiB. 

I'lie gold medals in Clusses A, R, C or k, and I) are won 
by A. 0. Kenn, W. F. Newsome. K. A. Colliver, and F. W. 
iJarnes respectively. These awards, together with those of 
the silver and bronze medals in the various clusses, are set 
out in the table. In Class A, (1. L. Fletcher and II. l$erwick 

JANUARY 25th, igi2. 

tie for«6econd and third places; I would recommend that 
each be awarded a silver medal. In Class B, H.-A. Cooper 
and K. ti. Charlesworth tie lor third and fourth places; I 
would recommend that each be awarded a bronze medal. The 
silver cup for the best performance by a trade rider is, on 
the scheme of marks set out in the regulations, won by W. 
F. ISewsome, on a 3i h.p. I'riumph, with 191 marks out' 01 
a possible 2(X). The perlormance of F. W. Barnes, on a 5 
h.p. Zenith and sidecar, with 190 marks, was practically as 
good; a very sliglit variation in the running or in the scheme 
of marks might iiave put him in first place. The silver cup 
for the best perlormance by a private owner is won by 
E. A. Colliver. Archibald Sharp. 

Petrol at Tring was supplied at 2s. a gallon or 3s. a can. 

Many of the sidecarists had trouble, W. L. T. Rhys broke 
the saddle stay of his Canoelet but managed to reach Tring. 
At times we noticed his 2ienith bicycle leaning inwards at 
a considerable angle, and we were truly alarmed when he 
rode anvwhere near us, for he did not modify his pace, to 
any extent. 

B. Alan Hill had the exhaust pipe of his Rudge come 
adrift at St. Albans, and had to secure it by means of 

Rather an extraordinary trouble befell G. Griffiths, the 
magneto of his Rover coming adrift ; he afterwards secured 
it with copper wire. 

At Amersham we met W. Pratt on a P. and M. sidecar. 
He had come out to see the fun on Rectory Hill, and was 
quite useful as a marshal. 

The New Hudson Cycle Co. have generously offered a 
twenty guinea challenge cup to the Herts County A.C. to 
be awnrded for the best aggregate performance in , the four 
quarterly trials. 

One of the competitors, A. J. Dixon, rode the last fifteen 
miles on his Rudge with a flat back tyre. Notwithstanding 
this, the Hutchinson cover seemed none the worse, although 
the tube was ruined. 

S. A. M. Witham had a tight engine bearing which 
continually slowed him up and emitted a horrible screech. 
However, with plenty of oil he managed to finish. 

V. Wilberforce stopped on Rectory because someone had 
turned off the petrol tap at the hill foot. Curiously enoucrh, 
G. L. Fletcher, also on a Douclas. nearly stopped on Holy- 
well for the same reason. Both riders are convinced that 
the taps were turned off by malicious persons. 

Although making good performances on the timed hills, 
C. C. Cooke spo'lt his day's performance owing to his carbu- 
retter piston slides sticking up with mud. Many of the 
competitors in the Exeter run fitted shi-lds round their extra 
air inta'-es to guard against this tro-'ble. With, the same 
obiect, Fenn tied his pocket handkercIiTef on the petrol pipe, 
which happens to be arranged immediately in front of the 
extra air opening. 

Great credit is due to the light^eiEthts, many of whom 
managed to finish this arduous trial within schedule time. 
F. W. Applebee. sen., with his little 2 h.p. Cent.-inr, and 
E. A. Mnrslnll (2^ h.p. S.I.A.M.T.) were amongst those to 
finish, 'i'he litter had t-<-re and belt tro'ihles. .7. Hojrovd, 
that well-known romnetition rider got his 2J, h.p. Molosa- 
coche thrnnuh without n. stop— truly a marvellous perform- 
ance considering the percentage of failures. 

Before reaching Dunstable. C Baxter noticed that his 
mnchine seemed to wag Its tail in a most alarming manner. 
Dismounting, he fount) nothing wroniz and the Ives hard, 
so he continued. He had got up to a speed of over 70 m.p.h., 
when he noticed the front wheel rocking from Fide to side, 
and at once applied the brakes. Before he could come to a 
standstill the front spindle broke in half, letting the wheel 
out of its patent catches. Fortunately, the rider was not 
much hurt, and eventually completed the course, finishing 
two hours lato. The machine was an old one. 

JANUARY 231A 1912.. 




rHE Empire Foundry Co., 4b3, 
Holloway Road, N., have been 
experimenting with a novel type 
of slide valve engine, and have 
decided to put two models on the market 
for motor cycles — a 2^ h.p. lightweight 
and a 3g h.p. 

No gear wheels are employed in this 
engine, but the single slide valve is 
operated by a slipper which slides in 
gi'ooves cut in the face of the crank 

This method is by no means new, as 
it was employed by Gottlieb Daimler in 
1689, and by the Motosacoche Co., but 
by modifying the shape of the grooves 
a quick lift and drop have now been 
obtained, which is said to greatly improve 
the eflSciency. 

The shape of the grooves can be plainly 
seen from the illustrations herewith. 
Full lift is obtained in one-fifth of a 
revolution. It will also be seen that for 
almost one revolution of the engine the 
elipper remains practicaUy stationary, as 
the groove is concentric with the crank, 
but on the completion of tliis revolution 
the slipper is automatically moved across 
to the eccentric groove by the modifica- 
tion of the curve at this point. In this 
manner the 2 to 1 action is obtained. 
' A reference to the drawing will show 
6iat, when the valve is connecting the 
cylinder with the lower or exhaust pas- 
sage, the only valve surfaces that are 
exposed to the rush of the hot exhaust 
gases are those which are not subjected 
to rubbing contact, " and therefore do not 
matter. In such a slide valve as is em- 
ployed in this engine, it is of importance 
to have good bearing surface all round 
toward the outer edges of the valve. 
'The centre pai-t, which is less important 
in this respect, is that part which is 

closing the cylinder opening when explo- 
sion takes place, and therefore is the 
only part exposed to the hot gases. 

The drawing of the 3^ h.p. model also 
indicates a small plunger pump worked 
off the valve mechanism, and supplying 
oil through the hollow rod to the valve, 
and, if necessary, the cylinder surfaces. 
There is no reason why the same pump 
should not be utilised for the main engine 

A 1 h.p. Model and some Results. 

"This idea is not merely on paper, for 
the Empire Foundry Co. at their works 
have a small model, as illustrated, of a 
1 h.p. running on the bench. Although 
it is dependent on air cooling, and no fan 
is used, this mo.del engine appears able 
to run for hours at a time ; and, even 
admitting that the proportion of cooling 
surfaces in such a small engine is large 
relative to the volume of burning gases, 
it ceitaihly looks as if overheating would 
not trouble it in the least, and this may 
largely be explained by the quick cut- 
off, which enables the exhaust valve to 
be held fully open till a very late point 
in the exhaust stroke. 

Obviously the design is one that lends 
itself to great lightness ; in fact, the 
makers say they can produce the 
23 h.p. engine for lightweights at a 
weight of about 15 lbs. Besides its 
positive action, the simplicity of con- 
struction in this engine is also a great 
recommendation, for it permits of an 
exceptionally accessible and easily dis- 
mountable design, while valve setting is 
not necessai'v when put together again. 
In fact, in this respect the veriest tyro 
cannot make a mistake. The recipro- 
cating weight of the valve, too, is com- 
paratively small, and this should conduce 


to a comparatively well balanced engine 
at high tspeeds. It may be added that 
the i<;mpire Foundry Co. are open to 
negotiate with makers to manufacture 
this engine under licence. 

Sectional view of new slide valve engine. 


We understand that the late directors 
and managers of the Sabella Motor Car Co. 
are forming a company to manufacture 
quadcars with tandem and sociable seats. 
Although the bulk of the capital will be 
subscribed by the directors and their 
friends, the public will be given an oppor- 
tunity to participate. 

-Tramways actuating valve. 
in crank cheek 

2. — Cylinder and valve port 
of 1 h.p. motor. 

3.— Valve and push rod. 


The War Department of the War Office 
is holding a test of motor bicycles at 
Brooklands on Slorday next, the 29th 
inst., at 11 a.m., presumably with a view 
either to purchase machines for the British 
Army or to gain data concerning the use 
of motor bicycles for military purposes. 
In the circular to manufacturers inviting 
them to send their riders with a motor 
cycle to the track, mention is made that 
"the War Department is now consider- 
ing the question of the purchase of types 
of motor bicycles which might be suitable 
for use in the army." 

Motor cycles which are subnlitted for this 
test will be required to climb the test hiU 
from a standing start, in full touring trim, 
and with a rider weighing at least 12 st. 
Machines with engines up to 500 c.c. will 
also be required to average 45 m.p.h. on 
the track, and those with engines up to 
350 c.c. 40 m.p.h. This will be a fairly 
stiff test for the average single-geared 
motor bicycle to accomplish It woull 
therefore appear to be an opportunity for 
the variably geared machines to shins con- 


JANUARY 23ih, 

Sussex M.C.C. 

A meeting will be held this evening at eight o'clock at the 
Fountain Hotel, Worthing, to diEcujs the formation of the 
club and the amalgamation of smaller clubs and other 

Parley and District M.C.C. 

The annual dinner and prize distribution on the 17th inst. 
was well attended. The evening concluded with a musical 
programme. The annual general meeting will take place on' 
the 31st inst. 

The Motor Cycling Club. 

The gold and silver medals won in the recent London- 
Exeter and back trial will be presented at the opening run 
dinner, Old Ship Hotel, Brighton, on Saturday, March ^Srd. 

The following are the principal events for 1912 : 
Mai-ch 23rd. — Opening run to Brighton, returning following 

day. Headquarters, Old Ship Hotel. 
April 5th to 8th. — Easter tour and Jarrott Cup competi- 

'.■ tion to Land's End and back. 

April 27th. — Silencer trials. 
May 11th.— Members' hill-climb. 
May 24th to 27th. — London-Edinburgh trial. 
June 15th. — Inter-team trial for The Motor Cycle Cup. 
June 29th-30th. — All-night run and picnic. 
July 6th.- -Brooklands. 
July 13th. — Speed-judging trials. 
August 5th to 7th. — Devonshire tour, hill-Climbs, and brake 

August 10th to 18th. — Continental tour. 
September 7th. — Hill-climb. 
September 2Eth. — Special club trial. 
December 26th-27th. — London-Exeter and back. 

In connection with the above events, there are nine valu- 
able silver cups, one gold cup, and medals to be awarded. 

Candidates for membership should apply to the hon. sec, 
Mr. W. E. S. May, 34, Gower Place, W.C. There are now 
over four hundred members in the club, and no more can be 
admitted after five hundred are registered. 


C. E. Holrac)5 (Chator-Loa sidocur) leivinj the Rose and Crown Hotel, Tring, altiii 
the luncheon interval, 


Nottingham and District M.C.C. 

The annual general meeting will be held at the Welbeck 
Hotel, Nottingham, on Thursday, February 1st, at 8 p.m. 
Birmingham M.C.C. 

The ninth annual general meeting will be held at, head- 
quarters on February 17th. Ten new members were elected 
at the last committee m^eeting. 

Grosvenor M.C. 
A meeting will be held at headquarters, The Gorse Hill 
Hotel, Stratford, Manchester, to-day, 25th, at 8 p.m. 
Suggestions for 1912 season will be welcomed. 

Sutton, Coldfield A.C. 

In a report receptly issued by the Sutton Coldfield Auto- 
mobile Club mention is made of the fact that no less than 
nine members have taken advantage of ths free legal defence 
scheme in connection with summonses for alleged exceeding 
the speed limit. Out of the nine cases taken in hand, five 
were dismissed entirely and one dismissed on payment of 

Bedford and District M.C.C. 

At a meeting h-sld on Friday the 19th inst., it vfas decided 
to form a motor cycle club. The following officers were 
elected: Captain. Mr. A. F. Crump; vice-captain, Mr. C. 
F. M. Chambers ; treasurer, Mr. W. H. Edwards ; joint 
hon. sees., Mr. H. A. Lock. 9. Grafton Road, Bedford, and 
Mr. D. R. O'Donovan, Thornton Street, Kempston, Bedford, 
who will be glad to hear from iiitending memoers. 

Essex M.C. 

The club will hcli its annual dinner and prize giving 
at the Great Eastern Hotel, on Saturday, February 10th. 
Mr. Stenson Cooke has kindly consented to occupy the 
chair, and a good musical programme has been arranged. 
The annual general meeting will be on Thursday, February 
1st, at the Eagle Hotel,, Snaresbrook, Essex, and it is 
hoped that all members will make every endeavour to be 

Bristol M.C.C. 

At a meeting held recently twoive new members were 
elected. On February 21st a lecture will be given by Mr. 
A. Bennett, of the Bosch Magneto Co. ; all those interested 
are invited. The spring competition will be held on March 
30th, and the summer competition on May 18th, while an 
open hill-climb has been arranged for April iiOoh. In addi- 
tion to these, inter-club runs are being arranged with the 
Yeovil, Taunton, and Exeter, clubs, and a continental tour 
in Holland will be held some time in August. 

Surrey M.C.C. 

The fifth annual general meeting was held at the head- 
quarters on the 18th inst. The annual report was adopted 
unanimously, the number of members showing a largo in- 
crease and the financial position being very satisfactory. 

It was resolved to request Mr. Stanley Christopherson to 
continue as president. The following officers were elected 
for 1912 : Chairman, Mr. E. Cox ; vice-chairman, Mr. J, 
Sparks; captain, Mr. F. A. McNab ; vice-captain, Mr. P. 
INlitchell; hon. treasurer, Mr. W. P. Trench; hon. -secre- 
tary, Mr. C. J. F(!cny. 

A proposition by i\'lr. G. S. William.i, " That a section of 
tli6 club be formed to study and develop scouting, despatch 
riding, and map reading, with a view to a.ssistancc in mill, 
tary operations," was discussed and approved, the new 
committee being instructed to bring the scheme into opera- 
tion in good time for the coming season. 

After the conclu.sion of the business of the meeting, a 
paper was read on the .subject of the single speed versva the 
variable gear for motor cycles for solo use, by Mr. C. J. 
Foeny. A reply on behalf of the variable gear was made 
by Mr. E, Cox, and a vei'y interjssting, discussion ensued. 

JANUARY 25th, igia. 


Club News — 

IVIanchester Amatenr M.C.C. 

A motor cycle club has been formed in the Manchestei 
district, to be confined entirely to amateur riders. It is 
proposed to hold a hill-climb once a month during the riding 
season, and one or two reliability trials. Those desirous 
of becoming members of the club must be proposed and 
seconded by exi.«ting members of the club. All particulars 
may be obtained from Mr. R. B. Yeld, 30, Rathen Road, 
Withington, lion, secretary. 

Hamilton and District M.C.C. 

On Wednesday, the 10th inst., a large and enthusiastic 
meeting took place in Gibson's Caf^, Cadzow Bridge, Hamil- 
ton when it was unanimously agreed to form a motor 
cycling club, upon a proposal put forward by Mr. Robert 
C'assells, Hamilton. - The club commences with a member- 
ship approaching forty. The following officials were ap- 
pointed ; President, Mr. Robert CasselTs, Hamilton ; vi:e- 
president. Dr. Fotheringham, Motherwell; hon. treasurer, 
Mr. Wm. Rodger, Hamilton ; hon. secretary, Mr. J. Low, 
C'nrmaben, Hamilton, 

Blackpool and Fylde M.C.C. 

Mr. Bennett's recent lecture was most instructive. About 
110 slides were shown. 

A reliability trial will be held next Saturday. The com- 
[letitors will start at minute intervals from the Technical 
Schools, and are expected to ride at the rate of 20 m.p.h. 
The total distance is 116 miles. 

Route and Condition of Road. — Main road Blackpool to 
Garstang ; turn left, then right, road good , to Lancaster ; 
turn right when through town, good ; turn left at Hornby, 
good ; turn right when one mile through jMelling, be careful 
at corner, good ; bad road from Melling to Ingleton ; good 
from Ingleton to Long Preston ; keep to right to Gisburn, 
road bad; be careful down Sawley Brow (gradient 1 in 4), 
road good ; turn left at Clitheroe ; turn right two miles 
past Whalley, road fair; turn right at Nellor; turn right 
at Five Barred Gate Hotel ; be cautious ; road fair to 
Preston ; leave Preston by North Road, road good ; turn 
left from main road when one and a half miles from 
Garstang, road good ; when entering Blackpool, via Ceme- 
tery, turn left at Sanatorium ; turn right Devonshire Square 
to last control. If possible, arrows showing road will be 



G. W. Orr (34 h.p. Ariel), who has been awarded the silver cup as the " aggre- 
gate" prize in the Glasgow Motor Cycle Club's 1911 competitions. Mr. Orr 
gained a gold medal in each of the following events : Hill climb, reliability 
trial, consumption trial, and flexibility trial. 


■™e saucer TRftCK (rewtl 

A design by Miss E. E. Sewell which appeared on the programme 
of the North-West London M.C.C. smoking concert. 

Purley and District M.C.C. 

The annual general meeting will be held at the Grey- 
hound Hotel, Croydon, at 8 p.m., on the 31st inst. 

British Motor Cycle Racing Club. 

At a ronimittee meeting held last week it was reported 
that five members had resigned at the end of last year, and 
five new members had made application for election. The 
membership at present stands at over 120, which makes the 
IJ.JI.C.R.C. one (if the largest motor cycle clubs in the 
country. It is the only purely racing club in that branch of 
motoring. The annual report and balance sheet were passed, 
and nominations for the new committee were received; both 
these are in anticipation of the annual general meeting, wliich 
will be held at the offices of the Brooklands Automobile 
Racing Club, Carlton House, Regent Street, S.W., on Wed- 
nesday, January 31st, at 7 p.m. At the same meeting it 
was decided to recommend that the club's gold medal be 
presented to Mr. Alec S. Ross for his services as honorary 

Inter-club Contest. 
The joint winter reliability trial held for the Marians 
Challenge Cup between the Streatham and District M.C.C. 
and the Surrey M.C.C. will take place on Saturday, 
February 3rd, starting from the Swan Hotel, Leatherhead, 
at 8.30 a.m. Silver medals will be awarded to every com- 
petitor who completes the course in the prescribed time, and 
whose performance on the observed section is satisfactory. 
The teams will consist of six competitors, one of whom must 
drive a passenger machine. The winning team will be the 
one the members of which gain the highest number of 
awards, a silver medal counting as the equivalent of two 
bronze medals. In the case of a tie, the winning team will 
be the one the members of which, considered individually, 
have kept nearly within the average riding speed over 
the observed section of eighteen miles an hour for motor 
cyclists and seventeen miles an hour for passenger machine 
drivers. The observed section will be between Newbury 
and Andover, which must be covered without a stop. 

The route will be as follows : Leatherhead, Dorking, 
Coast Hill, Gomshall, Newlands Corner, Guildford, Hog's 
Back, Farnham, Warren Corner, Odiham, Warnborough. 
Hook, Basingstoke, Kingsclere, Newbury (check), Wash, 
Highclere, Dyley, Andover (check), Windwhistle Cottage, 
Wherwell, Crawley Down, 'Winchester (check and halt). 
Bramdean, East Tisted, Alton, Farnham, Hog's Back, 
Guildford, Gomshall, Dorking, Leatherhead — 151 ^ miles. 
Check at finish. 

JANUARY 25th, igi2. 

Some Experiments with Hydrogen Peroxide 

in Acetylene Generators. 

By A. Renfred Myhill, Analytical Chemist and Photometrist. 

THE following experiments were conducted Avith 
a view to investigating the truth or otherwise 
of the statements recently made in this journal 
that hydrogen peroxide, added in small quantities to 
the water used in acetylene generators, was bene- 
ficial to the light produced. The idea is, I believe, 
more prevalent in America than in this country, but 
no one seems to have made a thorough or conclusive 
test of it. The .Avriter, therefore, was led to conduct 
a few experiments with the object of ascertaining — 

(i.) The amount of increased light, if any, pro- 
duced by the use of peroxide of hydrogen in the water. 

(2.) The best strength solution to use. 

(3.) The deleterious effect of its use on the metal 
parts of the lamp, or generator. 

This last was suggested ,by a letter also appearing in 
The Motor Cycle, in which a correspondent suggested 
that hydrogen peroxide, being almost invariably acid, 
would exert a corrosive action upon the containing 
metal vessel. 

The Presence of Acid. 

Now the acid which exists in hydrogen peroxide is 
purposely put in in order to preserve it, and as the 
liquid is often used for analytical and medical pur- 
po.5es, it is evident that only a very small amount 
ought to be present. The writer obtained two 
samples, bought at random from two different shops, 
one sample being sold as " 20 volumes strength," and 
the other as "10 volumes" strength. On analysis 
the first was found to contain about .1% of acid, 
while the latter contained .05% only. 

When we consider that it is necessary to dilute the 
solution with about twenty times its volume of water 
before it is put into the lamp or generator, these 
figures become .005% and .0625% respectively, i.e.,' 
the stronger contains only one part in twenty thousand 
of acid. Again, the acid which is used is nearly 
always phosphoric acid, or hydrofluosilicic acid, both 
of which exert practically no action on ordinary 
metals, even when strong. It is, therefore, evident 
that the action of the acid on the generator parts is 
so .slight as to become absolutely negligible. In any 
case, it may be safely said that the carbideitself does 




^ BO 




H2 ■Oi foVi 





I ! 

!k 3 

Curve showing the Increase ot illumlnallng power of acetylene by 
using HzOi. 

more harm to the generator than any acid (which 
may or may not be present) in the hydrogen peroxide. 

The next experiment w-as to see if the light were 
increased by the use of this chemical, and, if so, what 
were the best proportions of it to use. 

The statement, as we read it, of " putting two 
ounces of peroxide of hydrogen into a quarf of 
water " is not definite enough for a practical guide, 
because the term peroxide of hydrogen may mean 
anything. Pure hydrogen peroxide is almost a 
chemical curiosity; what is sold as such in chemists' 
shops is always a .solution of the substance in water, 
so that it is nece.ssary to know exactly what strength 
we .are buying in order to give any figures as to the 
proportions to use for making acetylene. 

What to Buy. 

There are two strengths commonly sold, known as 
"10 volumes " strength and " 20 volumes " strength. 
A third is sometimes met with, but is rather expen- 
sive, and is rarely bought unless for delicate analytical 
work. This is Merck's 100 volume "Perhydrol," 
which contains about 30% of the pure substance. As 
the " 20 volumes " is the strength usually sold, all 
the figures given below are based upon the use of the 
chemical of this strength. 

A lamp in which acetylene was burned was tested 
photometrically, and its candle-power noted. 

The same lamp was cleaned out, and hydrogen 
peroxide solution put into it in place of the water 
(the carbide being part of the same sample). Again 
the candle power was determined, and com^pared 
with the previous one. 

This was done several times, each time using a 
solution of a different strength, so that the mixture 
giving the best result could be found. 

The following figures were obtained ; 
Ounces of " 20 volumes " Percentage increase on 

hydrogen peroxide original candle-power 

per pintof wnter. of lamp. 

i 50.0 

1 S9..^ 


It will thus be seen that the addition of even a small 
quantity of hydrogen peroxide to the w'ater effects a 
very marked increase in the candle-power of the lamp, 
while adding more of the chemical does not have any- 
thing like such a great effect as would be expected. 
This is best seen from the curve (reproduce<l), which 
shows the per cent, nicrease in candle-power, ,]ilotted 
against ounces per pint. This curve rises abrui)tlv from 
zero to one ounce per pint, and then continues nearly 
horizontally, showing that the rate of increase of illu- 
minating power becomes much less as more hydrogen 
peroxide is added. It may be here stated that the 
lamp was adjusted so that the best light was obtained 
in each case. 

JANUARY 25th, 1912. 

Some Experiments with Hydrogen Peroxide in Acetylene Generators 

Pos=;iliIy the explanation is as follows: The increase- 
in candle-power is probably due to the oxvgen which 
is evoh'ed from the H^Oo, together with the acetylene, 
causing more complete combustion than would other- 
wise be the case.- It is well known that acetylene burns 
with a smoky flame unless supplied freely with oxygen, 
and that the more air (z'.e. , oxvgen) we gi\e it. the 
greater the luminosity of the flame, up to a certain 
point. Beyond this point any excess of oxygen only 
tends to cool the fiame and so decrease its brilliancy, 
so that with a great excess of hydrogen peroxide (and 
therefore of oxygen) this state of things is in operation. 

It may, therefore, be taken as a rule that two ounces 
of "20 volumes'^ hydrogen peroxide per pint oL 
pure (soft) water is the best for all-found work. T do 
not recommend the proceeding adopted by one amateur 
who filled his generator with H.tOo of full .strength and 


then wondered why it exploded wdren he applied a 
light. A solution too strong w"ould do far more harm 
than good, besides being risky, as acetylene and oxygen 
form a yer\' explosi^'e mixture. 

With the strength given, howexer, therir is abso- 
lutely no danger. 

Just a word nlay not be out of place here as to 
keeping ]3eroxide of hydrogen. The substance is not 
])articnlarly stable, and should, therefore, be bought 
as required, as it readily gix'es oft" oxygen and loses its 
strength if kept for tmy time. 

The bottle should be perfectly clean inside, as the 
least trace of dirt will often cause the substance to be 
quite useless in a few hours. 

As accidents might take place if a mixture of in- 
correct strength were used readers who contemplate 
experimenting are advised to obtain the mixture only 
from fully qualified chemists. 


SEVERAL new nnodels are being placed on the 
market by the Eagle Motor Co.,^ i,, Shepherd's 
Bush Road, W. The accompanying illustra- 
tioji shows the first to be turned out — a 2 h.p. light- 
weight 60 X 70 mm. The engine possesses several 
new features. The inlet valve, which is mechanically 
operated, works on the overhead system, while two 
exhaust ports are fitted so as to allow free exit for the 

exhaust gases and to 
avoid distortion of 
the valve on one 
side. The combus- 
tion head 6n this 
model is detach- 
able. The most in- 
teresting feature in 
this and the other 
types of engines 
made by this firm is 
the patent gudgeon 
pin fixing, which is 
illustrated herewith. 
A brass disc on 
which the gudgeon 
pin bearings are 
cast is screwed into 
the piston, tight up 
against the under- 
side of the top of 
the piston. (A mica 
washer is placed on 
the top of the disc 
to act as an insu- 
lator. The disc i.s 
end of the split a 
After the disc has 

The method of fixing the gudgeon pin. 
t A. Taper pin lilting into split portion. 
fB. Nut. 

C. Gudgeon pin bearing. 
' D. End of screw, burred over to prevent 
■ nut coining off. 

Jt'B- Thread lor screwing into piston. 

p)Iit, and near the outer 
Threaded taper pin is insertet 
been screwed home the pin is locked by means of a 
nut, the end being burred oxer to pre\ ent the nut 
unscrewing. Tlie taper pin expands the disc and 
renders it a rigid fixing in the piston. The gudgeon 
pin is a tight dri\'ing fit in the small end of the con 
necting rod, and the rod is, of course, threaded on 
the gudgeon pin before the disc is screwed into the 
piston. For this method it is claimed that the fixing 
is absolutely safe and the gudgeon pin has a largej 
bearing surface. 

Both sides of the crankshaft run on ball bearings.- 
In the large models a special oil sump is provided in 
the bottom (if the crank i-ase, which allow's the oil to 
be kept at a reasonably cool temperature. The mag- 
neto is carried in an aluminium case, and is driven by 
means of an enclosed chain. The frame has the top 
tube dropped at the rear, while Druid Turks, front and 
belt rim brakes, and footrests are prox'ided. The 
lubrication is by crank case suction through an adjust- 
able drip feed ancl an auxiliary hand pump. Brown 
and Barlow carburetters are fitted to all models. 

Other types which will shortly be ready are a 3'/2 
h.p. tourist single-cylinder 85 x 88 mm., a T.T. 
model Avith an engine of similar dimensions, a 4 h.p. 
twin 60 X 60 mm., and an 8 h.p. twin 85 x 88 mm., 
which may be had with either belt or chain drive. 

Other specialities are a ladies' 2 h.p. single with 
slightly inclined engine and a 4 h.p. laches' twin. To 
these a stand will be fitted which will a-llow the rider 
to remain at rest in traffic without the need of putting 
the feet to the ground. Another item which will be 
supplied to fit these models is a special quickly de- 
tachable sidecar, the frame of which is suspended on 
semi-elliptical springs. All models may be had w'ith 
change-speed gears and foot starting. ' 

It is interesting to note that the Eagle Motor Co 
specialise in all repairs to motor cycles. 

Belt side of the 2 h.p. lightweight Eagle. 


The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, " The Motor Cycle," 20, Tudor Street, E.G., and should be accompanied by the writer's full name and address. 

Tyre Repair Hints and Other Items. 

Sir, — The following might be of interest to some of your 
readers : 

After applying "no-cement" patches to inner tubes light 
the head lamp and hold the patch side down on top of the 
lamp until it becomes too hot for the hand, when, of course, 
it should be removed ; this will quite effectually vulcanise. 

If the size of the rent will permit, a patch should be placed 
on the inside of the tube as well as on the outside. 

One half-ounce of sulphuric ether to each gallon of petrol 
will give a quick igniting fuel for winter use that will give 
more power than ordinai-y petrol. 

I see that Mr. B. H. Davies in your issue of November 
30th mentions the " ' open muffler boob ' (a^ the Yankees term 
him)." Now, as a matter of fact, the term is confined to the 
use of the paper which originated it and a few of its sub- 
scribers. The paper in question is the one you commented 
on in "Current Chat," of December 21st, which remarks 
I fully endorse FRANCIS C. TURNER,. 

Virginia, U.S.A. 

Cooling the Exhaust Gases. 

Sir, — Perhaps your readers may find the enclosed idea 
interesting. Cooling the exhaust quietens it, I believe ; 

. n-n . Ji=n 

also in this case there would be no back pressure — in fact, 
just the reverse. It could be modified in appearance. 

L. C. BAIN. 
[The exhaust gas might be cooled in the manner suggested 
where the air enters at the base of a long pipe, but in 
the case of the orifice high up near the engine, any 
reduction of noise due to the cooling effect would be 
counteracted by the escape of the gases so close to the 
valve. The result would, we think, be the same with 
the longer pipe, but to a modified degree. — Ed.] 

The Motor Cycle and Theatricals. 

tSir, — Thanks to an article in 'I'/ii: Motor Gydi: we had the 
pleasure, of meeting the membor.s of the George Edwardes 
.M.O.C. chuing the visit of the Merry Widow Co. to Cork. 
Unfortunately, the visitors had not brought their machines to 
Ireland, as they had heard such a bad report of our roads, 
especially in win! or. 

-Mr. C. (>. Goode, the founder of the C. and D. .M.C.C. , had 
irivifcd the membcr.s of the local club to a smoking concert on 
Wednesday, January 3rd, and ho iirniiodialely extended a 
cordial welcome to all the members of the George Edwardes 
(;liih. Messrs. Warren, Foster, Sinclair, Cotter, and Ripley 
livans were present, and a most enjoyable evening was spent. 

Messrs. Dobbin and Pohlmann also took Messrs. Foster and 
Cotter for a run in their sidecars to Macroom, Messrs. Egan 
and Russell accompanying them on solo machines, and in spite 
of the bad state of some of the roads the run was thoroughly 
enjoyed by all. 

We hope to have a return visit from this little band of 
genuine enthusiasts before long, when we intend organising an 
inter-club competition of some kind. 


Hon. Sec. Cork and District M.C.C 

The Hominal Horse-power oi Motor Cycles. 

Sir, — Regarding horse-power rating, I often see in The 
Motor Cycle and other papers that the samcisized motor is 
called 3, 3^, and 4 h.p. Personally, I should prefer that 
all makers mention in their price list the exact cubical capa- 
city of their engines. Now, I have found that by dividing 
the c.c. by 100 you have nearly exactly the actual horse- 
power of the motor. Examples : 

F.N. four-cylinder motor, 494 c.c. = 4.9 h.p. 

Matchless twin, 76 x 85 mm. = 776 c.c. = 7| h.p. 

Triumph, 85 x 88 mm. = 499 cc. = 5 h.p. 

Do you approve of my method? I hope to hear from you 
about the matter through the columns of The Motor Cycle. 

Amsterdam. A. CITROEN. 

[Mr. Citroen's suggestion is an excellent one. We should 
explain that his communication Teached us before the 
article on the same subject (page 63) appeared in print, 
though not before it was written. "Auriga" pointed out 
in the article that motor eycle engines are capable of 
giving 1 h.p. per 100 cubic centimetres capacity, and Mr. 
Citroen's suggestion is to rate the horse-power of motor 
cycles in this manner. It is worthy of careful considera- 
tion by all motor cycle manufacturers, as the method in 
use at present is somewhat misleading. — Ed.] 

How to Prevent Side-slip. 

Sir, — I notice on page 58 of last issue, that " Ixion " 
gives my letter, published under above heading on January 
4th, a direct negative. I can only say that I wrote my 
letter immediately after a ride when I had actually proved 
the advantages I described. I should be very pleased to 
take " Ixion " out on the carrier and prove it to him or on 
him at any time when the roads are suitably slimy. 

gtJy WROWE. 

Sir, — It is with some hesitation that I presume to criticise 
your contributor " Ixion," but I should like to explain ray 
views on his suggested additions to the article on side-slip. 
On the subject of the advisa'bility of wide handle-bars I quite 
agree with him. His advice as to not funking is good, but 
very much easier to give than to take, especially if one is 
traversing a nasty patch of grease which has been the cause 
of one's downfall on a previous occasion ; but my experi 
ence in regard to weight on the carrier is the exact opposite 
to his. I find, for instance, that a passenger on my carrier 
(though I do not recommend this form of transport) dis 
tinctly minimises skidding, and does not seem to have 
the same effect as placing the saddle further back. I have 
always imagined that the reason for this was that the extra 
weight caused the rear tyre to go right through the mud 
and bite on the road surface proper. Of course, if more 
weight is carried over the rear wheel, the tyre must be 
pumped harder. UBTQUE. 

JANUARY 25ih, igi2. 


TJus Year's Tourist Trophy Race. 

Sir, — The Competitions Sub-committee of the Auto Cycle 
Union has instructed me to write to you regarding a letter 
which appeared in your last issue signed by a Mr. G. J. A. 
Brown. The correspondence with the Isle of Man authorities 
having been laid before this committee, it is satisfied that 
the statements of Mr. Brown are not in accordance with 
the facts. As the negotiations between the Isle of Man 
authorities and the A C.U. are still in progress, I cannot 
make any further statement at the moment. 

With regard to his statements as to me conduct of certain 
motor cyclists, Mr. Brown must have forgotten that the 
A.C. 0., both in the Isle of Man and since, took drastic 
action with the offenders. F. STRAIGHT, 

Secretary A. C.U. 

Sir, — 1 have noted with surprise that you suggest France 
as a favonrable place for holding the T.l'. Races. 

On account of the hilarity on the part of certain com- 
petitors you are flymg from the Isle of Man, where the 
authorities, to put it vulgarly, have already had enough of 
them, althoagh the temptations for the young and loose 
could never have been very great. 

You have chosen France! France, sir, was never a country 
calculated to reduce the feelings of the hilarious ; and the 
Frencliman is the very last person in the world to lorgive 
that vice on the part of a foreigner. He resents it to a 
very marked degree, and, to. put it mildly, he will not 
stand it. 

It has long been the belief of the mifguided manj' that 
the Frenchman loves the Englishman, that he est;eii's him, 
and that his one wish is to be. seen wiih him. I have spent 
a considerable time in France, and have studied the French: 
man's character with the utmost care, and can afsure you, 
sir, that the above assertion is entirely without foundation, 
and that no statement could be more entirely f; Ise. 

The average tourist, who spends a few weeks in every 
country in Kurope, has read that the above was the case — 
he believes it, and troubles his head no more about it. for 
the Frenchman is too well-bred to show him in any way 
whatever that he is mistaken. I only wish the Englishman 
was equally well-bred ! 

No! You can rest assured, Jlr. Editor, tliat unless we 
can rid ourselves of the hilarious few (which, I fear, is 
impossible), the projected step will be a dangerous one. and 
will weaken the entente cord'iale (which, by the way, is 
already tottering to its fall) rather than strengthen it, 

H. -\. TU'SK. 

Winter Runs. 

Sir, — To us Northerners the various picturesque accounts 
of the big winter trials held "down South" are most inter- 
esting, but how every writer eniaj-ges on the " oceans oj 
m-id tliat were everywhere, especially on the riders! 

In view of the various articles and letters that have 
appeared recommending the ordinary two-wheeled motor 
cycle for professional and business uses in rill weathers, it 
rather looks as if the writers have not had the experience 
of riding under such coniitions as these trials were hsld. 

Being an ardent advocate of three or more wheels for all- 
weather business travelling, it would greatly interest me, 
and no doubt u.any others, to hear Irom observers hov,' 
the.A,C, and the Morgan runabouts fared in the Exeter run. 
Were the riders of tnese machines able to keep clean and' 
comfortable without the addition of the weird and wonder- 
ful, and, in most cases, usetess, mudguarding devices that 
disfigured the motor bicycles? With regard to the Morgans, 
were these the two-seater models driven without passenger? 
If so, what was their behaviour when taking a sharp tur:i 
to the left? 

Wishing The Motor Cycle in 1912 the same well-merited 
success it has enjoyed in past years, 

[The remarks in this journal with regard to the way most 

of the riders were bespattered with mud, apply mori' 

particularly to the bicyclists, Ihe Morgan runabouts, with 

oire ex:eption, carried pa-ssengers, — Ed,] 

Clean Counties and Local Taxation Licences. 

Sir, — In your issue of the 11th inst,, page 49, "Rutland- 
shire " notifies an endorsement printed in red at the top 
of his 1912 motor licence form. My own form (Middlesex) 
is similarly endorsed, but I should like to point out another 
alteration. Formerly, under the heading "Exemptions," the 
form stated that no tax need be paid " for carriages or 
motors kept but not used at any time within the year," 
Now the word "motors" is omitted, and the clause leuds, 
" for carriages laid by but not used at any time within the 
year," This loolis as if the tax gatlierers wish to try and 
squeeze more money from the motorist by charging for motor 
bicycles kept but not usjd. Is this legal? Tlie unwary may 
take it to be so and pay extra, NON-DOCILE, 

[Motor cycles and cars kept but not used at any time within 

the year are exempt. The term "carriage 

carnage drawn by 
road. — Ed.] 

horse, etc., 

means any 
or propelled upon a 

A. Brintman, of Paddin ton, W., who uses a two-seatel sidecar of bis own 
lesi n wltb 5-6 h,p. two-speej Clyno. In a letter to us, tlie owner remarm 
upon t..e comfort of the macnine. 

Sir, — Enclosed is some correspondence regarding an applica- 
tion to Ayrshire for registration of a motor cycle. I tr'ist it 
will be of intei-est. JIOTOSACOCHE. 

County Buildirgs, Ayr. 

January 16tli, 1912, 
Motor Car Acts. 
Dear Sir, — I am in receipt of your application for the regis- 
tration of a motor cycle and postal order for 5s.' in payment 
of the fee. 

However, since you are residing at Streatham, application 
should be made to the County Clerk, Sprirg Gardens, S.W. 
I return the postal order and form wliich you sent. 
Yours i^aithfullv, 

(Signed) , 

Streatham, S,W,, 

January 18th, 1912. 
Tlie County Clerk, 

. - County Buildings, Ayr. 
Dear Sir, — I am again sending you herewith the form for 
registration of motor cycle and P.O. for £s. which j'ou have 
returned to me with the erroneous remark that these "should 
be sent to the County Clerk, London, S.W." 

Please note that I do not intend giving any of my licences 
to London, 

To enlighten you I would mention that London alone had 
no less than twenty-three police traps in 1910, which number 
increased to 175 during 1911. ,■" 

For your future guidance please note tliat the law allows 
all licences, whether for dog, guns, game, men servants, 
motors etc., (with but one exception, "driving licence"), to be 
paid into any county or county borough in the kingdom. 

Please therefore send me a registration number for my motor 
cycle with as little delay as possible. 

(Signed) . 




JANUARY '25lh. igis- 

The Stream-line Body on Racing Motor Cycles. 

Sir,— The illustrations on pages 56-57 of last week's issue 
of The Motor Cycle greatly interest me, as I think there 
is more in the idea than one would think from casual obser- 
jvance. I can remember having great talks with W. E. Cook 
■when he was at the height oi his racing fame, on the subject 
of wind cutting bodies and disc wheels, which, I think, are 
very important. He said he thought they would certainly 
increase speed, but that side gusts so peculiar to Brook- 
lands, especially just after going under the members' bridge, 
would have a tendency to blow one out of one's track or 
course. I shall certainly try the idea myself this year. I 
am certain that it will increase existing speed records. 


Multi-pole S''arking Plugs. 

Sir, — Perhaps my experience will prove interesting to 
those of your readers who hesitate to fit the Lodge double- 
pole plug in conjunction with magneto ignition. I have 
used this excellent fitting with both Bosch and Simms 
magnetos and neither has suffered in the least. To overcome 
the difficulty which some apnear to have exnerienced in 
regard to ease of starting, it is a very simple matter to fit 
an arrangement for shorting the ordinary plug for starting 
purposes, to he out of action when the rider is comfortably 
seated. This arrangement has the advantage of showing the 
difference in ri'nning. whilst running, between the_ two- 
spark and single-spark systems. I have not experienced 
any difficulty in regard to starting, provided the points of 
hoth plugs are set as closely as possible without actually 
touching.' The best positions for the plugs are, one over the 
inlet valve and the other in the combustion chamber, not 
both in the valve chamber. As complete combustion takes 
place in approximately half the time with the two sparks, 
the ignition must not be quite so much advanced as when 
only a single pole plug is used. W. J. LANCASTER. 

A High Speed Passenger Trial. 

Sir, — "Ixion" in his note on a high-speed passenger 
reliability trial appears to suggest as his impression that the 
future of designs in the "sociable" line is not bright. I 
cannot agree with this sentiment. After an experience of 
motor cvcling which must be nearly as long as his own, I 
am slowlv b^ing forced to the conclusion that motor cycles 
of the two- wheeled pattern must always be handicanned by 
a 'drawback that it see^ns impossible to eliminate. They do 
not give the rider sufficient protection from dust or dirt. 
The seriou.'' all-weather rider must be prepared to find him- 
self not infrequently at the end of a long journey in a state 
of filth more or less abhorrent to most. To the great and 
increa-«ing army of motor cyclists who are doctors, commercial 
travellers, or other men of business, this is a matter of 
vital i-^portance. To the better class of motor cyclists who 
can afford an increase in first cost of £20-£30 a vehicle 
which will give extra comfort and protection must always be 
interestine and acceptable if it is as speedy as the present 
motor cvcle. 

" Ixion " raises the objection to a T.T. race that desiens 
are not sufficiently stereotvned. Unless he belongs to that 
schco' who believe onlv in stock -tyne races, he should be with 
me when "■ say that races are intended to lead to a standardisa- 
tion in design. I cannot remember that in the earlv davg of 
Continental racing the organisers waited for any stereotyp- 
ing orooess Steam cars, rwtrol cars. bicvcle._ tricvcle, all 
raced together. Why a handicap ? We ask designers to pro- 
duce a vhicle to replace the average high-power sidecar 
outfit. The cardinal points* are, therefore, well-known and 
agreed htkhi : 

1. Vn'-p. must not be 'more than £90. 

2. Wcitjlil mu.H not be more than 3 cwt. 

3. Vehicle must caiTv paspngers side by side. Let us 
throw thepe al the designei-s to worry out in the way each 
tliiii'cs best. The race will decide. 

Uis suggested Brooklands trial would undoubtedlv be a 
viirv fii'e thing a-s a preliminary bloodinc. but notliir^ could 
equal the T.T. race as a test of cmcFtiouB in stability and 
other d.'lailH which arc as yet undecided. If the sociables 
were nlliiwcd to race, with tlic junicn' machines no one would 
bo iiicorivcnicuced, for the first year or two at any rate, as 
ju'cpuniably Die number of entrants who could go to the 
expense would be small. It would, no doubt, be increased 
if a preliminary Brooklands trial were held. H.M. 


Sir, — In view of the forthcoming T.T. races, I should like- 
to back up the suggestion which has already appeared 
in your paper, namely, the inclusion of a sidecar race in 
the T.T. programme. 

Sidecars are now so popular that a race of this description 
would be extremely useful, as it would tend to produce strong 
yet light sidecar axles and connections. It would also afford 
a thorough test for variable gears. 

I should like to hear the opinions of others on this matter. 



Sir, — Apparently "Fair Play" has more confidence in his 
judgment of what is possible for a motor to climb than he 
has of your last v^^eek's correspondent's veracity. 

I hope that in the near future this confidence may be 
shaken and that the Clyno may be the cause. . , : 

In reply to Mr. F. Smiti I do not live in the Lake District, 
but am often there, and should be writing this letter from 
there but for the heavy' snowfalls. 

The early spring is the best time to climb Honister, as 
later it is much cut up by traffic. 

I should be delighted to occupy the Clyno's sidecar and 
be able to verify its success. H. NEWMAN. 

Are Provincial Shows Wanted? 

Sir,— At the present time manufacturers would be doing 
service to themselves and the trade generally by waiving, 
for one year at any rate, aaiy rigid rule they may have as to 
restricting their exhibiting to one show per annum. 

The present time is one of unusual interest and enthusiasm 
on the part of the general public towards motor cycling. 
The trade will miss valuable advertising and commercial 
advantages by not holding a special show in the North of 
England in addition to the one already held in London. 

The rule restricting exhibitions to one per annum may be 
a useful one, so long as its operation works only towards 
preventing reckless expenditure, but the rule becomes a 
mischievous one when it prevents expenditure that will be 
profitable for all — profitable for the manufacturers, for the 
retailers, and for the public. 

There are thousands of motor cyclists in the North to 
whom the inconvenience of a journey to London has been a 
bar, furthermore, beyond these existing enthusiasts, there 
is an even larger number of the non-riding public with 
sufficient interest in the pastime to tempt them to look 
round an exhibition if sufficiently near to them, but who 
would not journey specially from the North to Olympia. 

The effect of a local exhibition upon the minds of these 
waverera would bring sufficient reward to the trade for any 
expense and trouble. 


Silence and Silencers. 

Sir, — As the initials used by your correspondent on the 
above subject in the last issue are the same as my own, I 
feel compelled to enter into the discussion to prevent mis- 
apprehension amongst my numerous motor cycling friends. 

It can be admitted that a very small number of motor 
cyclists do ride with open exhausts, but to condemn the 
whole from this is very unfair ; then again to state there 
is no improvement in silencers since 1907 is too sweeping. 
There are so many motor cycles that are efficiently silenced 
and without undue back pressure, it would need a large 
amount of space to detail them, but 1 will mention my 1912 
Ilex de Luxe, which with its long exhaust pipe is reasonably 
silent, but to show that manufacturers' are dealing with this 
problem seriously, I may say that the manager of the Rex 
Co. informs me that they are experimenting with an exhaust 
box to fit on the end of the long pipe, and this will, in my 
opinion, eliminate all noise from the exhaust. 

The suggested new law on cut-outs will probably mean 
another way in which the police can show their "regard" 
for the motorist, or should I say the motorist's pocket — one 
more addition to the many burdens of ihe motorists, if it is 
to be dealt with by the police in a like manner to such 
technical offences as exceeding the speed limit, non-produc- 
tion of licence, etc. A. H. PRIESTLEY. 

JANUARY 25th, igiL: 


January 25 5.32 p.m. 

27 5.36 „ 

„ 29 5.39 „ 

„ 31 5.43 „ 


"The Motor Cycle" Spring Number. 

Although the weather at the time of 
writing is not of a spring-like nature, 
we hope for improved riding conditions 
by March 21st, when the Spring Number 
of this journal will be published. Par- 
ticulars of the contents will be announced 
at a later date. 

Lecture at Leeds. 

Mr. V. A. Holroyd gave a lecture on 
motor cycles before the members of the 
Leeds M.C.C. on Friday last. The lec- 
jjturer, who was well received, illustrated 
■ his remarks by hintern slides, some of 
■^hich were n productions of photographs 
which have appeared in these pages. 

winter Trial in Derbyshire. 

The Derby and District M.C.C. winter 
trial for the Russell Challenge Cup was 
run on Saturday last. Seventeen entries 
were received, -but, in face of the appulling 
road conditions caused by the bl zzard, 
-none except the boldest spirits came to 
utile start. The course was a circular one 
I of twenty-five and a half miles, to be 

• covered three times, and the speed fixed 
was eighteen miles per hour. G. Brough 

: (6 Biough) proved an easy winner, E. 
Russell (3i Russell) being second. 

A Hill-climb in Ceylon, 

A most interesting event took place on 
Saturday, December 23rd, 1911, when 
the Ceylon M.C.C. held a hill-climbing 
-Competition on the Kadugannawa Pass. 
Steep gradients of any length are difficult 
to find in Ceylon, and this hill was 
chosen on account of its curves. A 
feature of the competition was the 
splendid riding of T. F. Lucas (T.T. 
Tiiumphl. Both he and R. Forrest 
(Triumph) took the corners particularly 
well. Results : 

Class A (lightweights).— T. B. 
Stewart (w.o. ) 

Class B (under 520 cO— 1, T. F. 
Lucas (T.T. Triumph); 2, R. Forrest 
(Triumph); 3, E. Brown (Triumph). 
. Class C (single-geared machines only). 
, — 1, Lucas (T.T. Triumph); 2, Brown 
JTriuniph) ; 3. Forrest (Triumph). 

Class D (under 800 c.c. )— 1, Lucas 
■(T.T. Triumph): 2, Joliffe (6 Bat); 3, 
Gardner (Triumph). 

• Class E (under 1.000 c.c.) — 1, Lucas 
(T.T. Triumph) and Northway (6 Bat); 

■3, Jolifte (6 Bat) ; 4, Forrest and 
Gardner (Triumph). 

Only two entered for the race open to 
all comers, D. J. Maitland (twin Bat) 
and Lucas (T.T. Triumph). This was a 
close race, until Lucas got into a rut 
and fell. 

The last race, for slowest time, was 
won by A. T. G. Gardner (5 F.N.), 
Traves (P. and M.) being second, and 
Joliffe (6 Bat) third. 


'mip ^ 

French Eas^ter Trial. 

The A.C.C.F. two days' trial, April 
7th and 8th, at Easter comprises a circu- 
lar course near Paris, and is called the 
Circuit de faris. i'lie stopping p. ace 
for the night is Compiegne. The total 
distance of the two days' runs is 337 

Gradient of Stoney Brow. 

It has been pointed out to us that Stoney 
Brow, Manchester, recently' climbed by H. 
Reed on a Dot sidecar with tliree passen- 
geis, is steeper than 1 in 7, and is really 
1 in 4. Our local conespondent inter- 
viewed the city surveyor of Manchester on 
the subject, and he confirms our stat€nient, 
but the authorities will now have the hill 
surveyed again. 
French Riders and Variable Gears. 

Inspired by the performances of 
British machines in last year's Circuit 
du Rhone, the Lyons M.C.C. will, we 
believe, for the first time in France, 
award special prizes and organise 
separate classes for motor bicycles with 
change speed gears and clutches in its 
International Touring Trial on April 





A Warning. 

We undei-stand that tlie "Test Hill" 
in Richmond Park will be under observa- 
tion in future on Sundays, and that as 
the hill is not long enou9;h for trapping 
purposes, summonses will probably be 
issued for " riding to the common 
, danger." Motor cyclists who are in the 
habit of trying machines on the hill are 
warned not to travel too fast. 

Military Motor Cyclists. 

I here are three vacancies in the East 
Lancashire Royal Engineer Telegraph 
Company, whose headquarters are at Sey- 
m iur Grove, Cld Trsfford, Manchester, 
An allowance of f 6 lOs.^ per annum is 
mad? for the maintenance of a motor 
cycle during camp. Further particulars 
may be obtained from hendquarters or 
from Mr. G. A. Moore, M.I.H., 10. Crof- 
ton Street, Whitworth Park, Manchester. 

Exeter to Penzance and Back. 

Mernbers of the Exeter and District 
M.C.C. took part in a winter reliability 
trial to Penzance and back— a dietance of 
2i0 odd miles — on Saturday last. The 
Okehampton road wus in a very bi>d state, 
but the surface improved as Cornwall was 
approached. There were many retirements 
owing to various causes. Finallv. Exeter 
was reached to the schedule of 20 m.p.h. 
by two competitor-^, J. A. Neumann and 
S. J. Saunders, who both rode 3^ T.T. 
Rudges, and, subiect to confirmation, tied 
for first phice. Mr. Neumann, who also 
won a grid medal in the Londnn-Exeter 
run, considers the trial was much more 
severe than the M.C.C. event, owing to 
the state of the roads and the higher 
schedule speed. 


Competitors near Cross 0' th' Hands, Wirksworth, where the banks of snow were seven or tight feet high, 
jeo. Btoiigh, the winner, is the third rider from the left. - 



The Tourist Trophy Fund. 

We have received a cheque for £5 from 
Mr. C. H. Hitchen, cf Morecambe, as 
a contribution towards the Tourist Trophy 
Fund The amount has been forwarded 
to the Secretary of the Auto Cycle Union. 

Irish Eiders and the T.T. Race. 

Irish riders will be disappointed if the 
T.T. race b« held in France this year 
The Isle of Man is so conveniently 
accessible from Irelaxid that, S3 tar as the 
Emerald Isle is concerned, Manxlajid is 
the better venue. 

Yorkshire Road Improvements. 

The Stockton Rural Council, who have 
in recent years done a very great deal 
in the direction of improving sharp tnrns 
and dangerous jorners in their area, are 
still proceeding with this work, and have 
just completed a splendid improvement 
at Hartburn, where there were two 
exceedingly dangerous turns. A new 
road has been constructed round the back 
of the village, making an almost straight 
road past the village on the road from 
Stockion' to Darlington. Two other 
corners are to be r::unded off, Mr. R. T. 
Hett, on be'half of the owners of the 
Norton Estate, having given a piece of 
land on the read between Norton Hard- 
wick and Crrlton Junction Railway 
bridge, and the Stockton Grange Eptate 
Co. Having made a similar gift of a piece 
of land at the first pay gate on the 
Durham road for this purpose. The 
latter is a very important and much 
needed improvtment, as a motor cyclist 
was killed there about a year ago 
through a collision with a car at the 
corner, wh._h prevented the drivers frcm 
seeing each other till tco late. 

January':^, igi2. 

Circuit du Rhone, 1912. 

The Lyons Motor Cycle Club has 
formulated an ambitious programme for 
this yeaa-. Among the events of interest 
to British riders are April' 28th Inter- 
■national Tourinj Trial, July or August 
Circuit du Rhone. The latter was won 
last year by a British rider on a British 
machine when the North-West London 
M.C.C. members went touring to the 
South of France. 


Vib. 17.— Sutton Coldfield A.C. Open 

One Day Trial. 
Mar. 2. — A.C.U. Open unc Day Trial. 
2^. — R.M.C.R.C. Race Meetinp. 
„ 23 — Herts. County A.C. Open 

Quarterly Trial, 
„ 30.— Derby and District M.CC.Open 
Apl. 5-8.— N.W. London and Herts. 
Comity M.C.C. loint Trial 
and Open Hill-climb (Yorks.) 
and Ladies' Competition. 
_^ 8.— Westmorland M.C.C. Onen 
Hill-clinb on Urigstcer Brow 
„ 13. — Oxlord M'C.C. OpenHiil-cUrab 


The Motor Cycle in India. 

From an authoritative source we learn 
that the motor cycle was very much in 
evidence at the Delhi Durbar. The use 
of rrotor cycles in India has been fairly 
popular, dating from the early days of 
the pastime, a sufficient proof, of this 
being provided by the descriptions and 
illustrations of tours and rides undertaken 
in that country which have appeared in 
these pages. 


Compotilors passing through Rickjianswortb. Note the rain-soddeneiircad surface. 

Auto Cycle Uiiion Notes. 

The Six Days' Trials. — Mr. Potter, 
secretary of the Taunton M.C.C, and 
Mr. Gpldswprthy Crump, the Taiinton 
district surveyor, recently attended a 
meeting of the A.C.U. Competitipi?E 
Committee, and offered some valua'tjfe 
suggestions regarding the route and thi; 
general arrangements of the trial. Mr. 
Goldsworthy Crump's knowledge of th^ 
roads is of the greatest value. He is' i> 
keen motor cyclist of many years' stand- 
ing. Mr. Potter offered, to procure a 
cup to be awarded for the slowest cleah 
ascent of Porlock on a motor bicycle. 

Starting at Races and Hiix.-climbs.-t 
An affiliated club recently asked the 
Competitions Committee of the Auto 
Cycle Union for its ruling as to whether 
or not motor bicycles fitted with frefe 
engine clutches or two-speed gears might 
be brought to the starting line at a hiU- 
climb with the engines running. The 
A.C.U. desires it to be known that it 
is wholly in agreement with this prp'- 
cedure. ' ' 

The Quadcar Question. — A letter w^s 
sent recently by the Auto Cycle UniQij) 
to the R.A.C., pointing out to that body 
that the new type of vehicle recently 
evolved, which is . generally known as ; a 
quadcar, legally came under the motblf 
car category, and that, presuming it werfe , 
desirable that the development of thik 
vehicle should be encouraged, whether 
the R.A.C. would consider the running 
of trials and competitions with this ob- 
ject. " A reply has been received to th^ 
effect that the R.A.C. was of the opinion 
- that its Technical Committee and the 
A C.U. Competitions Committee should 
discuss the matter at a joint conference. 

Silencer Trial. — A special sub-com- 
mittee, consisting of Messrs. J. W. G. 
Brooker, E. M. P.. Boileau, A. Sharp, 
V. Hart, H. P. E. Harding, Col. H. C. 
L. Holden, R.A., F.R.S., and Dr. 
Watson, F.R.S., has been elected tn 
draw up details and fix a date. 

Six Days' Trial and Brooklands. — 
The A.C.U., after further consideration, 
has definitely decided to abandon the 
fdea of finishing the Six Day's' Trial at 
Bi'ooklands, feeling that it would be un- 
desirable to leave Taunton before thr 
full six days had been completed, since 
so cordial an invitation .had been re 
ceived from the inhabitants of th< 
Somerset capital, from the Mayor dowji- 
wards. Consequently the kind offer .of 
the Stewart-Precision Carburetter Go. 
to defray the cost, mentioned in our last 
issue, cannot be accepted. However, in 
1913 we understand the Brooklands pro- 
posal will receive further careful con- 
sid'-ration before any centre is decided 

International Competitions. — The 
Auto Cycle Union nas decided to send 
a team of riders to compete in thr 
A.C.C.F. Easter reliability trial. Every 
endeavour will be made to organise tliV 
visit on economical lines, and with .a view 
to making the compttitors as comfortabli' 
as possible. Entries, by the request of 
the Auto Cycle Club of France, will b. 
confined to members of the Union and 
of clubs affiliated to it. Intending com- 
petitors should send in their names tn 
the Secretary of the Auto Cycle Union, 
!!9, Pntl Miill, S.W. The event is. tli.' 
outcome of W. .Cooper's suggestion. 



JANUARY 25th, igi2. 


The Auto Cycle Union Ninth Annual Dinner, 

ON Saturday evening last the ninth annual dinner of 
the Auto Cycle bnion was held at the Waldorf 
Hotel. The event was one of the most successful of 
its kind ever held. The arrangements were excel- 
lent, as separate tables were placed in front of the high 
table, the speeches were good and to the point, and tfte 
musical entertainment was of the highest order. For the 
latter Mr. W. Rouse was responsible. 

After the loyal toasts, Mr. G. D. Dean, legal repre- 
sentative of the R.A.C. and A.G.U., rose to propose " The 
Auto Cycle Union." He began his remarks by mentioning 
how in his early motoring days he had had the greatest 
contempt for the motor cycle, and how, when it had at 
last occurred to him that a motor bicycle would be handy 
for getting quickly from one place to another, he had tried 
one which had been procured by Jlr. Straight, and in the 
use of which he had received instructions from ilr. Beasley. 
He had ridden it to Grantham and other places. Then, 
and onJy then, did he realise how much the A.C.U. had 
done to perfect the modern motor cycle. The A.C.U.'s 
work was not, however, finished. Thinking of the Holywell 
Hill test at St. Albans, which took place that very mcrn- 
ing, .why, Mr. Dean asked, could not single-geared motor 
bicycles be made to climb steep hills slowly, and why could 
. not' further improvements be made in silencers ? Touching 
on the benefits members received from the governing body, 
the speaker mentioned the case of a member whose sub- 
scription was but 5s. per annum costing the A.C.U. £i5 
in legal expenses. Not only did it cost him nothing to win 
his case, but he saved the cost of his defence, and had he 
lost his opponent's solicitor's fees would also have been 
saved to him. 

Definition of a Motor Cycle. 

Mr. Robert Todd (chairman), in reply, mentioned in the 
course of his speech the difficulty of defining what a motor 
cycle was. The matter had come before the R.A.C. com- 
mittee, a member of which said the definition was an easy 
one.- He was asked to define a motor cycle, but broke down 
hopelessly in the attempt, and the committee gave it up. 
Tliere was a new type of light motor veliicle (quadcais). 
If it were decided to be a motor cycle, the A.C.U. would 
look after its interests ; if it were decided to be a car, the 
R.A.C. would further its development. At present no one 
knew. Mr. Dean had grumbled because a motor bicycle did 
not like going up a hill at ten miles an hour. In his (the 
speakers) very early days, they thought it lucky if the 
machine would go uphill at ani/ miles an hour. Speaking 
of the growth of the A.C.U., at the end of 1910 the total 
~ membership was 2,700, and now it was 5,000, and still 
growing. As regards the Tourist Trophy Race, the trophy 
itself was now in America. .That was rather a good thing, 
emphasising the international aspect of the race. He re- 

ferred - to O. C. Godfrey, the plucky winner, who was 
present at the dinner. The I.O.M. Highway Board agreed 
that the race should take place in the island, and recom- 
mended the Tynwald Court to grant the necessary . periftis- 
sion. Whether that permission were granted or not, the 
race would be held all the same. 

The R.A.C. and its Affiliated Cluts. 

Mr. Otto Thomas {Th-e Motor Ci/ch) then proposed the 
toast of "The Royal Automobile Club and its Affiliated 
" Clabs." Since he had been a member of the A.C.U. he had 
realised more and more how much that body had been in- 
debted to the R.A.C, and how closely the affiliated clubs 
snd the individual members of the Union were bo-und to the 
parent body. 

Speaking of the R.A.C. members -nho had given Valuable 
af.sistance to the A.C.U., th're was Mr. Robert Todd, the 
chairman, whom the speaker regrett-ed he did not see otter 
enough at committee meetings ; Coljnel Holden, whose techni. 
cal knowledge had been of such great value, and who had 
made a study of the motor bicycle from early times ; Mr. 
J. R. Nisbet, whose level-headed views were so heartily 
welcomed on the committee; Mr. Eeevor, whose weighty 
remarks were often heard on these occasions ; Mr. J. W. 
Orde, who was always ready and anxious to help the A.C.U. ; 
and Mr. G. D. Dean, who had helped so many ineuibers out 
of legal scrapes. Referring to the growth of the Auto Cycle 
Union, he mentioned how its increasing prosperity had been 
largelj due to the work of its secretary, Mr. F. Straight. 

Mr. J. W. Orde, in reply, speaking of Mr. Dean's early 
motor cycle experiences, said that he hiirself had not been 
so lucky; he had had to teach hiniself how to use his 
machine, and he had done even better — he had taught some- 
one else. This was in 1903, befjare the Gordon-Bennett race 
in Ireland. The secretary of the Kildare County Council had 
borrowed lus 2^ h.p. motor bicycle, and had received instruc- 
tions in all points except as regards stopping. He had therefore 
had to travel m:les beyond his destination, as he did not 
know how to pull up, and hod pedalled the machine back 
against compression, and had arrived more dead than alive. 

The Chairman. 

In rising to propose the of " The Chairman," Colonel 
"Holden, O.B., R.A., F.R.S., said that Mr. Dean had nen- 
tioned how the work of the A.C.U. had perfected the modern 
motor bicycle. Mr. Todd, on the other hand, had worked towards 
the perfection of the Auto Cjcle Union. Referring to the able 
speech of Mr. Ctto Thomas, that gentleman, he said, had 
adopted tlie principle of the "Otto" cvcle, and had exhausted 
his subject. He thought that ten-mile speed limits up hill 
should be abolished, as an excess of that speed up lull w:as 
always safe. 

Mr. Todd suitably replied, and the proceedings finished with 
the sin^iiii; "t .Auld Lang Svre 

SATURDAY'S QUARTERLY TRIAL (NEW SEMES). Thiea ol the sideear macdines leaving Tnng. 








NOW that suflicient entries have, been ; received 
from English motor cycUsts to cornpose three 
, teams in the above International contest, to be 

held in Holland on August 5th, we may subdivide the 
entries into the different classes in order to gain some 
idea of the possible formation of the English amateur 
and trade sections. The actual teams- will be chosen 
from the following : 

Private Owners. 

Class A. 

Class B. 

Class C. 

Machines up to 

Machines from 

Machines from 

340 c.c. 

240 c.c. to ECO c.c. 

500 to 1,000 c.c. 

I. C. Bennett 

Geoffrey Smith 

W. Cooper 


Vernon Taylor 

(3i Bradbury) 

',2a -Douglas) 

(3i Rudge) 

L. A. taddeley 

H. M. Carter 

Seymour Smith 

(7 Indian) 

(2| Douglas) 

{3i Norton) 

W. 0. Oldman 

Fred Dover 


(Sj Premier) 

C. W. Wilson 

A. E. Uffleman 

(Morgan runabout) 

(3i Humber) 

Gordon B. 

C. C. Cooke 


(3i Triumph) 

(8 Dot-Jap) 

Horatio Walks 

Andre Marheim 

(1912 Triumph) 

(T.A.C. sidecar) 

Richard Cussons 

E. B. Ware 

(3^ New Hudson) 

(Chater-Lea sc.) 

F. C. Wasl-ay and F. A. Hardy, machines not stated. 

Class A. 

Class B. 

Class C. 

Machines up to 

Machines from 

Machines from 

340 c.c. 

340 c.c. to ECO c.c. 

500 to 1,000 c.c. 

W. W. Douglas 

W. Pratt 

F. W. Barnes 

(2-1 Douglas) 
R. HoUoway 
(2i Premier) 
Sam Wright 

(3-i P. and M.) 

J. Woodhouse 

(3i Precision) 

W. F. Newsome 

(6 Zenith) 
Hugh Gib-on 
(3i Bradbury) 
W. H. Wells 

(2J Humber) 

(3i Triumph) 

(7 Indian) 

U. V. Colver 

Roy W. Walker 

Frank Smith 

(2| Enfield) 
R. G. Mimdy 

(3^ New Hudson) 
F. C. North 

(5-6 Clyno) 
R. Lord 

(2| Singer) 
fl. Graham Dixon 

(3i Ariel) 
Geo. Brough 

(6 Rex sidette) 

(2i New Hudson) 
J. S. Holroyd 

(3^ Erough) 

Ladies' Section. 
Mrs. A. Wade (3| Scott) | Mrs. C. C. Cooke (3^ Triumph) 

Entrants are requested to state the h.p. and 
capacity of their machines. 

It has been suggested to (he organising body — the 
Duich Motor Cycle Club — that the teams be increased 
to nine or twelve, seeing that the event is proving .so 
popular. In any case it is possible that .some form 
of competition will i)e evolved by the Dutch Club'for 
those entrants who are anxious to cross over to 
Holland with the English party, whether chosen as 
one of the team or not. 

North-countrymen will especially be interested in 
the brochures which the Hull and Netherlands Steam- 
ship Co., Ltd., are circulating among the entrants. 
They <-ontain much information of value to inolorisis 
intending to visit Holland. The Hull-Rotterdam route 
is certainly a good alternative, as there is a daily 


service, and the first-class return saloon fare is only 
20s., whilst the cost of a motor ■ bicycle, in the 
possession of a passenger is 5s. each way. By this 
route, intending competitors and their friends could 
leave Hull (Riverside Quay) on the Friday night, 
August 2nd, spend Saturday at their leisure, and stay 
the night in The Hague at the hotel, where they would 
meet the Harwich contingent at breakfast on the 
Sunday morning. ■ 

An alternative scheme would be to cross to Rotter- 
dam on the Saturday night, and ride from Rotterdam 
to The Hague or Scheveningen, and pick up the other 
party there. 


THERE is an indication that the sidecarist who 
intends to go in for serious touring will not be 
satisfied this year with the ordinary protection 
provided by an apron. Where cost is no considera- 
tion, lady passengers usually have a preference 
for a well-upholstered body with side doors and 
torpedo front. Popular demand also asks, so we are 
informed by Mills-Fulford, for a chassis and body 
with as low a position as possible. This firm has, 
therefore, applied for the registration of a frame ■ 
design which we illustrate. This frame enables the 
body to be slung as close to the ground as is con- 
sistent with safety, the actual clearance being 5^in. 
The body is coach built of three-ply wood and 
luxuriously upholstered, the front portion being en- 
tirely covered in, so that when the hood and screen 
are up the passenger is protected from the very worst 
weather. When out of use the screen lies on the top 
of the torpedo front. The body is carried on the 
usual type of " Millford " springs at the rear, but 
in front leaf .springs of the " C " type are connected 
by shackles to the %ody, which should ensure the- 
_ utmost comfojt for the passenger. The new model 
is called the " Millford Cabrio, " and can also be 
supplied with other types of bodies tlian the one 
illustrated, made of cane or wicker. 

Messrs. Mills-Fulford, whose address is Crown 
Works, Coventry, have just issued a new catalogue. ' 

January 25TH, 1912. 

THE MOTOR CVCLE.— (Supplement iii.) 

Advertisejienis. 39 


Accurate as the Greenwich Time Ball ! ! 








An accurate and reliabia instrumont — tha favourite of speed men and tho 
chosen of Harry Long, the World's Record Holder. 

A Correspondent writes ret^t'fly : 
" Thanks (or prompt attention re Jones' 
Speedometer. Hops it »ill lie as reliable 
as the old one — she d>d 40,000 n-iles and is 
still going strong on the ma.nine I sold." 





to either 

60 or 80 



Model 26— Mileage to 10,000 and 

Model 31— Mileage to 10,000 and 
repeat, and Trip 

Model 32 -Ditto with Maximum 
Speed Hand 

With reliable Watch attached (either 
model) Extra 

£3 3 






At your Service ! 

• tveiTwkere 

3ist December, 191 1. 

London-Gloucester Open 
Beliabihty Trial. 

Dear Sirs, 

I have the pleasure to 
inform you that I have 
been successful in qualify- 
ing for a SILVER CUP in 
the above. 

Your plug fired 
PERFECTLY during the 
entire run in spite of MUD 
AND RAIN, it seemed to 
SUITABLE for a high 
compression engine like the 

Thanking you for your 

I am dear Sirs, 
Yours faithfully," 
Glvnn Rowden. 

LEO filPAULT & Co.. 64a, Poland St.. LONDON. W. 



"The Passenger Machine" 

That takes you out and br:ngs you 
home again with the speed of an 
E^p^ess Train, and the quietness of 
a ^1,000 car. 

Weeks* Delivery from 
date of Order Guaran- 

Spare Parts In 
Stock for En- 
gine, Gear, and 

For Immediate Delivery. 

1912 8 h.p. Passenger Model 70 guineas. 

1912 6 h.p. T.T. Roadster Model 54 guineas. 



"The Only Authorised AGENTS'"— 


184, Great Portland Stieet, LONDON, W. 




In answering these advertiseTnents it is desirrihle to mention ".The Motor Ci/de." 


40 Advertisements. 

THE MOTOR CYCLE.— (Supplement iv.) 

January 25tHj 1912. 




Obtainable everywhere. 


Truth Knows No Fear 



You've heard uhat the experts say cboat it! 
You've seen the results obtained by ihe use of it! 
V/hy hesitate ? 

Manufactured under the supervision of 


Oate o( Price's Patent Candle Co. Ltd„ London),- 



Adams Street, Birmingham. 


. . NOW READY . . 

K]®E)103 ^^^' 



Flying Machines 


Their Design and Construction 

(Second Edition). 

Revised throughout, Enlarged, and brought right tip lo dale. 

A handbook devoted to the construction of practical models 
of flying machines of all types. The greater part of the 
book Is devoted to aeroplane models, but special chapters 
are inclu4ed, dealing with direct lift and flapping wiiig 
types, and also with model dirigibles. 

Profusely illustrated from drawings by the 


The advic^ given is the result of- the personal experience of 
the writeri artd the book will be found of the utmost service 
to all who follow the fascinating and instructive hobby ©f 
making arid flying models. 




Obtainable from the Publishers of " THE 
20, Tudor Street, London, E.C., 
and all the leading booksellers. 

Remittance must accompany post orders. 

Bv Poat. 




l/icsc ad ctrliscmtnts it is dcsiiabU to mention " Tfi£ Motor Cj/cte." 

January 25TH, 1912. 

THE MOTOR CYCLE.— {Supplement vii.) 

Advertisements. 43 

1912 MODELS 1912 





Early Deliveries — Best Exchanges. 
TRIUMPH, ii)09, two speeds' £37 10 

PHANOIMEN. ft h.p. rwin, two speeds £35 

REXVE LUXE, 5 h.p., two speeds, 1909 £27 10 

REX, 3l h.p., M.O.V., low built £6 18 

tiilNERVA, l"win 4^ b.p., spnng forks £16 10 

N.S.ti., 4 h.p., single cylinder, new last 

Sept., ideal sidecar machine £27 10 

KEX DE LUXE, 5 h.p.; twm. two speeds, 

handlestarting, M.O.V., 1911 model .. £48 10 
REX DE LUXE, 5 h.p.. twin, two speeds, 

1910 £37 10 

REX, 3j h.p., spring forks, magneto, h.-b. 

control, 1909 model £22 10 

N.S.U,, 4 h.p., single-cylinder, new 

two months ago £28 10 

REX, 3j h.p., 1908, spring forks, magneto, 

h.-b. control, beautiful condition . . £16 10 
N.S.U.. si h.p., two speeds, masneto . . . £19 10 
TRIUMPH, 3j h.p., 1910, Clutch Model £38 10 
QUADRANT, 3s b. p., magneto, spring tork^ £16 10 

PREMIER, 3! h.p., new, 1911 model £3ll 

H.8.U., 3J h.p., M.O. v., magneto £1j 10 

N.8.U., 3 h.p., M.O. v., nice order £13 

REX DE LUXE, two speeds, magneto, 

handle starting, h.-b. control £22 10 

PREMIER 3i h.p. 1911, 3-speed, new £43 10 

TKIUinPH, 2 J h.p £6 >a 

HOBART, 3 h.p., vertical engine, low .... 10 10 
ROYAL STAR, 2J h.p., vertical engine . . £5 10 
KERRY, 23 h.p., 26in. wheels, vertical 

engine £8 10 

OLYMPIC, ii h.p., vertical engine, 26in. 

wheels £6 10 

PREMIER, 3j h.p.. igi2, three-speed gear £58 
PREMIER, 2J h.p.. lqi2. three-soeed gear £47 5 

QUADRANT, 3 h.p., vertical engine £S 10 



TWIN REX, air-cooled, belt drive. Fit-all 

two-speed gear £14 lO 

STEVENS 4 h.p., single-cylinder, air-cooled 
■ji Roc two-speed gear, handle starting £14 10 
TWIN REX, 5 h.p., air-cooled £9 10 


DARRACQ, 9 h.p., two-seater , £15 15 

cMbLk., 14 n.p., four-cylinder, tive-seater, 

two speeds and reverse £27 10 

. HUMBER, 5j h.p.. two-seater, bucket 

seats, two speeds and reverse £13 10 

PHCENIX, 8 h.p., two-cylinders, magneto, 

, hootis, screen, and lamps £56 


Beaded. Wired. Tubes. 

•26x2 17/- 16/6 

26]t2i .... 18/6 17/6 

26x2i .... 21/- 18/6 

28x2 .... 19/- 17/- 

2« X 2i .... 19/- 


26x2 11/6 26 X 2j 11/9 26X2} 

28x2 12/- .28x2j 12/6 _ 28x2} 








Carriage Paid. Ail Guaranteed. Prompt Delivery 


New Amac Variable Jet and H.-B. Control 18/6 

Ditto Second-band 12/6 

Longuemare, Minerva, F.N. Carburetters 4/6 

Good Rigid Sidecar 57/6 

MilUord Castor Wheel Sidecar £6 

Long Handle-bars, dropped ends 5/6 and 6/8 

Coronet Silencers, up to 5 h.p 3/3 and 4/6 

New Handle-bar Mirrors 2/3 

Gripskin Belting: §in. 101, Jin. lid., rin! 1/- 
Wide Mudguards, 310., 2/3 ; 4in., 2/11 pair. 

Handle-bar Watches, with holders 4/3 

New Sidecar Frame and Wheel 35 /_ 

Trembler Coils, 6/6. Plain . 2/11 

Powell and Hanmer £1 Lamp 11/6 

rfi Guinea Lowen Sidecar £5 

f.j^i-1.- \pvv Coronet Sidecar £% 11 

Millennium 2-speed hub £3 q 

New Footrests ." 2 ' 3 

Booth's Motorics, 

Keighiey mills, Bedrord Street North, Hal 
Tel. 1062. 

York and Lancashire. 

TTODGSON lor Clynos (in stock). 

TTODGSON for Premiers (January). 

■CTODGSON Jor Sidecars (in stocS). 

TTODGSON. 10, Hilton Pd.. Bradford. Tel.: 5361. 

f^ OTJELAT, the great Douglas agent 

/^ OTJELAT.— 1912 Douglas in stoek. 

GOUELA T.— Sole Manchester agent. J. W. Gouilay, 
Fallowfteid. Manchester. 

r^ OUBLAY. the Great Douglas Agent. 

GOUHT.AY will keep your Douglas in tune free of 

G OTJELAT.— Attention is what you get when you buy 
a Douglas from Gourlay. 

GOTJRLAY.— Sole Manchester and district agent. 
Gourlay, Fallowfleld. 

1 012 Douglas, February delivery.- Ewbank, Castleford. 
1 Q12 Clyno, February delivery.— Ewbank, Castleford. 

T PARISH, agent for the mighty Bradbury and 
. Douglae. 

TPaHIsH, sidecar builder, any design, 81, Fisher- 
. gate, Prestnn 

SCOTT. 1911. perfect condition; f49.-Dr. McManns. 
County Asylum. Lancaster. 

"IQIU Triumph, soiled, £43; 2}h.p. Enfleld. nearly 
if/ new, £31.-86, Fargate, Sheffield. 

LITEKPOOL Official Agents lor Humber and Dot 
Henry Whitlock and Co, 40. Hope St 

Q3.h.p. New Hudson. 3-epeed, had little use, complete: 
I** £37 cash.— Miller, Brentwood, Brighimie 

1 Q08 Triumph Motor, 3jh.p., perfect condition, numer- 
J-ff ous spares; £26/10 — lo,' Kunmill St., York- 

IQIO Triumph Motor -Cycle, in splendid condition. 
-L*J £32/10, A bargain. — Loj-nds. Duckworth St. 

with spares, lamp, and noru; price £.^2'10. 

11 Moto-Eeve, 23h.p. twin, shop-f^oiled ; price 
J32yi0. ft harp ■ .,_... ... 


CAEES, Ltd., Knowsley St., Bury.— 1911 Zenith- 
Gradua, 3in.p., \\ hiitle belt; £43; nearly new. 

CAEES.— Eudge, free engine, 1912; BS.A. 
gine; delivery from stock. 

CAEES.-1911 T.A.O., 
excellent order. 

free en- 
4-cyl.. £43; 1910 Triumph. 

belt, etc.— Blundell, 96, Manclestcr Ed., South- 


lilax. ■ 

CAHUS.— 3ih.p. Humber. 2 speeds, and sidecar, 1910, 
£42; wanted, 1912 Zenith, 6h.p., aud Triumph, 
tree engine 

CAJIES, Bury, offer a 1906 10-12h.p. Humber car, 
2-seater, in exchange for 1912 free engine Tri- 

TRIUMPH, 1910^, perfect coudition, lamp, horn, 
spares; £35.— Fearnley, decorator, Headingley, Leeds. 

Qihp. Triumph, 1907. magneto, lamp, Lorn, spare 


CLYNOS and Eudgc.-, multi-speeds; deliver March; 
book now to secure. — Smitn, Motor Agent, Hor 

IQl^ Triumph, clutch model. Palmers, Lucas lamp, 
-I-*/ 800 miles; bargain; guaranteed perfect; £45/10. 

1 Q09J Triumph Standard, just overhauled at Triumph 
it/ Works, splendid condition: £32.— Below. 

ZENITH, 6h.p. twin, new August, "Whittle, Lucas 
lamp; owner buying car; £52/10.— Bekw. 

SOLE Agente. Triumph. Zenith, Rover, Enfield, Moto- 
sacoche, James : immedi':ite deliverv. — W. L. 
Thompson. Ltd., 83, Anlaby Rd.. Hull. 

EARLY Delivery of 1912 Scotts and Bradburys ; in 
stock 1912 T.T-.Bat.-J. H- Dewhirst, Campbell St.. 

magneto, spring forks, £13/10; 6h.p 
>del, spring forks, £18/10. — Coliier, 
Westgate, Halifax. 

XMMEDIATE Delivery of multi-speed free engine 
Rudge ; splendid sidecar machine.— Ewbank, Castle 

1 Oil 4-cyl. 3-speed T.AC, hand starting, foot clutch 
X U bucket seat ; £40.-327, Skiicoat Green Ed-, 

1Q11 Lincoln Elk, May; £18/18; any trial here: 
-M.U stamp, rejjly; first postal order-— Burrows, clothier, 

4-CYL. F.N., ^ , , 
magneto Zedel, spring 


to take a Coronet Sidecar. We do not build 
freak models that require a traction engine to 
haul. Compare with some — ours are half weight 
but twice as strong. We know what is requured. 

Model E.— £7. 

ModelD.— £3 123.od. 

Instructive Catalogue post free, giviny 
UlustratioTis and /till particulars of all modeis 
of Coronet iSidecars. Every model certain to 
satisfy and save ynoney for Iniyers. Full o) 
improveinenis. Quick detachable joints. 
Latest car pattern mudguards. Wictcer, cane, 
or coach-huiU bodies. Child's reversible seat. 
Excellent uphnlsfery. 

NOTE front arm which grips main tube of sidecar, 

which is the only correct mechanical method — 

nothing lopsided about this attachment. 

Delivery from stock to suit TRIUMPHb 

N.S.U.'s. KEXES. P. & M.'s, BRADBURYS, etc. 

Discounts to Agents. 


5/- each. 


New Dunlops, 28x2 and 2i, wired edges .. 10/6 

Dunlops, 28 X 2, beaded, heavy treads 14/9 

24x2 and 2i Beaded Clipper Covers, new .. 8/6 

Best QuaUty Butt-ended Tubes 7/9 

150 New Tubes 26 x 2i S/11 

Rubber-studded Covers, best make 25/- 


4 h.p. Twin N.S.U., vvith Bosch gear-driven 

magneto, brand new tr im makers £11 10 

4 h.p. Twin N.S.U. , with magneto £9 

3J h.p. N.b.U., M.O.V £3 10 

jli.p. FAFNIR. silencer, etc £3 10 

4ih.p. BUCHET, water-rooled £6 15 

9 li.p. DARRACy, water cooled £9 10 

10 h.p. CLEMENT, two cylinder £9 10 

3i h.p. REX, M.O.V £3 10 

41 h.p. PRECISION, new 1912 Model £13 10 

ij h.p. Minerva £1 8 1 2 J h.p. De Dion £1 15 
3 h.p. Quadrant £3 | 2J h.p. Minerva £3 5 

Exchanges entertained. 


V\ e have a large stock oi the best makes trom 
59/6. Voiir old coil and ace. taken in exchange. 


22/- and your carb. secures a new B. and 


with h.b. control, 

20/- and your carburetter secures anew Amac 
with variable jet and h.h, r^ntro!. 
Delivery per return 

2n answering these adxKrtisements it is d'sirable to Ki:n(ion " Tie, Motor Cycle. " 

44 Advertisements. 

THE MOTOR CYCLE.— (Supplement viii.) 

January 25TH, 1912. 


ONE Triumph, 23h.p., long handle-bars, low, re-bushed, 
good order; £8.— Baron, 386, Blackburn Ed-, 

HUMBEE, SJh.p., 2-speed. new August, 1911, excel- 
lent condition: what oflers?— Thog. Bentley, Bolton 
St., Chorley. 

1Q11 Bradbury, Ssh-p., guaranteed as new, ridden 
J-if 500 miles, nnscratohed; £36.-359, Oxford Ed., 

magneto, spring forks, not done 
J! 15. — Jones. Hurst Nooli, St. 

MINEEVA, 25h.p., 
:5 100 miles; 

Lionel less apron. £6 6s. model witn agron. 

w^' ■ — ' '-^ 




#1 ! ' i 


kj^ajtBfc. ,^jp,, - 

W ^^ 

: ''-J' 



.,r...h , 

• ' J 

i^i lh. model. £8 85» model. 

26 X 2} Micheiiii tyres. Double Cee Springs. Wide 
mudguard. Three-point suspension. Dropped bearer 
bar if desired. DoubJe stove enamelled. 
Guaranteed twelve months. Need we say more 7 ? ? 
NOTE ! ! ! Our £8 8s. Model weighs 78 lbs. only, not 
between i and 2 cwts., as sugRested. 


BRAND New 1911 Latest 6hp. Rex Engine; £12. 
complete with pulley and inlet pipe.— 17, Peel St., 

3ih.p. Complese Rex. less carburetter and oil pump; 
-4 first cheque £4.-17, Peel St., Accrington. 

TRIUMPH, late 1910 clutch model, perfect, tyres ae 
new, spare belt, tools, etc. ; £37.— Sykes, Suake- 
speare St., Boutbport. 

S.A.. 1911, perfect. £38; torpedo 1911 2ih.p. Pre- 
cision. E E , Dunlops (2in.), 100 miles only, £28. 

1 Q 1 1 Lincoln Elk, 3?h-p-, Boscli magneto, Palmer 
Xt7 tyres Dniid lorks. never been used- £30.— Evane, 
50, Market St., Vvigan. 

TRIUMPH :April, 1907), SAh.ij.. magneto, excellent 
tnroughout. and had little usage; £20.-15. Brad- 
ford Bt. West, Bolton. 

ROYAL Enfield, 1910; £26, or near ofJei; spares, 
grand ordpr. only run 2,000 ; got car.— Stevens. 
Fairfield Rd., Morecambe. 

REX, 3ih-p., magneto, Tonrist, as new throughout, 
guaranteed perf*-ct. 26x2i non-skid tyrea.-Motorist. 
22, Belvoir Gardens, Halifax. 

We have the under-mentioned dates open for de- 
livery for various 1912 Models. 


RUDGEt 3J h.p., standard Ex-stock 

RUDGE, 3I h.p., clutch Ex-stock 

RUDGE. 3I h.p., multi-speed March 

ZENITH, 34 h.p., Gradua gear Ex-stock 

ZENITH, 6 h.p., Gradua gear Jan. 25 

DOUGLAS, 25 h.p., Model K Ex-stock 

DOUGLAS. 2I h.p., Model G March 9 

HUMBER, 2 h.p., 3-speed Feb. 

ROVER, 3.V h.p., clutch model , Feb. 

NEW HUD'SON, 3i h.p., 3-speed Feb. 

BRADBU R Y, sj h.p., standard Ex-stock 

BRADBURY, N.S.C. 2-speed Feb. 

BRADBURY, chain drive. 2-sDeed .... March 

ENFIELD, sidecar combmation Feb. 14 

INDIAN, 7 h.p., 2-speed Feb. 19 

MORGAN Runabout Feb. 20 

BAT, 4 h.p., 2-speed March 25 

BAT, 6 and 8 h.p., two speeds April i 

SCOTT, 3? h.p., two-stroke April 25 

A.J.S., 5 h.p., chain drive, 2-spccd May 20 

HUMBER, 3I h.p., two speeds June i 

REX, 6 h.p., sidette F .'ora stock 

REX, 4 h.p., De Luxe Ex-stbck 

REX, all other models 10 days 

CLYN03 (Halifax stocks only) Feb. 

A.C. Sociables March 14 

List of Second-hand Machines for disposal, continued 

from other column. 
TRIUMPH, 1908 model, 3^ h.p., frame cut down 

at roar, XL'AII saddle, very low built £30 

REX Litelte, 191 1 model, water-cooled, two- 
sealer, chain drive, two speeds, handle start- 
ing. This has only been used for fifty miles, 
and is adfriirably suited for a tradesman's 

carrier .- £50 

M0T08AG0CHE, 2A h.p., M.O.V., 1911 model, 
irr-f cngiiK', Whittle belt, Druid forks, adjust- 
able [iLilloy, as new £28 

REX, 5 )i,p., lyioj, de Luxo, two speeds, Bosch 
niagiicto, tyres like new, complete with 

P.M.C. sidecar £45 

REX, 1906 model, 5 h.p., just been re-enamellcd 

and plated, handle-bar control, u bargain.. £14 
J.A.P., 1910, 4 h.p., Chater-Lea frame, Bosch 

magneto, low built, very fast £25 

ANTOINE, 5 h.p., twin, very low, footrcsts, long 

h;in(ile-bars, coil and accuniulatnr ignition £14 

We have numerous other inaehiin*3 (or disposal. 

Send us your requircEiicuts. Cash or exchange. 

« CASM OR exchange: 

^»36Gt. Portland St. LONDON n-^'. 


uiuer ; 

£18.— E. S.,i 

MOTn.RRVR 2h.p Twin late 
front, Clincher baok, mnniag 

Lucy, ..^tcici Qutibe, SioariK,n. 

7 h.p. Peugeot, 2 speeds and free, good condition; sell 
to high est bidder, or exchange lor sideuar and 
cash.— 155. Woodbine St., Salford. 

3ih-p. Biadbnry, 1911, P. and H- lamp, horn, new 
2 Whittle belt, spares, condition like new; £38/10 
—Lamb, Queen's Terraee, Quiseley. 

HALIFAX.— 64 new machines at second-hand prices; 
accetisi ries free, and expenses paid to caish buyexs. 
—Motors, 16, Westgate, Halifax. 

1 Qll Standard Triumph, new rear cover and Dunlop 
Xtr belt, spare valve, etc., in splendid condition; £38. 
— (Jlay, 17, Lirtle Sionegate, York. 

FOR Sale, motor cycle, 2ih.p., h.b.c, plated rime, low 
position, in good running order; £11. — l'\ 
Windrorfa, Pro*'peut, Rawdon, ar. Leeds. 

NEW 1912 8h.p. Matchless-Jap T.T. Roadster, just 
delivered in crate; cost £57/16, accept £55; cash 
wanted-- 5. Whittam Av., Marion, Blackpool. 

"IQlO Triumph, thoroughly overhauled, enamelled, like 
-l*? new, with new sidecar; £34/10.— Allen Broe-, 
sidecar dpecialistti, Wellington Rd-, Stockport. 

1Q10 Roval Enfield, 2ih-p., lightweight, just over- 
At^ hauled, like new-— Allen Bros-, sidecar specialists, 
Wellington Rd-, Stoekport- 

BAT, 3ih.p-, new July. 1911, absolutely perfect, £33. 
Indian. 5h.p-. free engine modt-i, new 1911, all 
spurea. £45.— Hodgson, 10, Horton Rd., Bradlord. 

LIVERPOOL Official Agents for Bradbury, Zenith, 
Singer, Rex, Clyno, Moto-Reve; delivery from 
stock.— F. C. Jones and O0-, 3, Bedcrose St., Liverpool, 

P. and M. and Sidecar, 1910. condition equal to new, i 
£45; B SA-, new May. 1911. £40; Wolbrown ' 
Hidecar. one month old, £7/10.— Hodgson, 10, Horton i 
Rd-, Bradford. 

BRADBURY, 3Jh.p., new Ea.-^ter, 1910, perfect con-; 
dition, noeda nothing ; trial willingly : 2 belts, 
handle-bur mirror, lamp, horn, etc. ; £28.— RulcliflJe, 20, i 
Princes Rd., SaJc. ' 

inil Premier, £34: 1911 Bradbury, £35; 1910 Trl- j 
!♦/ uiiiph. £35; 1910 P and M., £38; 1912 Tn- 
uiiiphti, P. and M.'n, Brudburys, Ivy motor cycled.— T. t 
Rood, Nettle.sworth. , 

ClKrO, Write, or Wire, Geo- Merriok; he's the man for 
k? Bradbiirys; in Btock, Rudge, B.S-A-. AJ.S., 
N.S-U., and runabouts-— Merrick's Stores, Liaterhllls, ' 
llradford. Tel,: 2439. 

TIMUMPH, 3ih.p-, 1911 rlutrh model, tyres perfect 
' nmtitlon, only DHcd 2-000 milca, condition us imw, 
with rniiiiiieto net of simres ; price £43.— Baxter, Waratah, 
Lower Walt.jn, Vv arrington. 

CLYNOS.— Don't you wnni onof Tako a ffcntle hint 
•in<l order one now. They are all wantiun th^ui. 
I can supply promptly; good exchanges — Potter. Clyno 
I Hpecialist, Loiceater Grovo. Lcetla- | 




A number of motor agents, etc., talk about genuine 
guaranteed and overhauled second-hand machines, 
we respectfully suggest that a buyer asks "what 
facilities they have foi thoroughly overhauliiig a 
motor cycle." Give us a call, see how we overhaul 
% second-rhand machine, and he satisfied. 

A selection from our list of good reliable second 

hand machines : 

DOUGLAS, jgii model, Model E, two speeds, 
spring forks, Bosch magneto, good tyres, 
like new £30 

PREMIER, igio model, si ^-P-, twin, Dunlop 
tyres, Bosch magneto, very fast, and suit 
sidecar £J2 

N.S.U.; lyio model, 3i h.p., magneto,, good 
tyres, handle-bar control, spring forks, con- 
dition as new .' ^ . : . . £28 

CALTHORPE, rgii mode!, 35,b-P-, Precisioa 
engme', Hutchinson tyres, not done i,ooo 
miles, niagneto,- handle-bar control £30 

REX, igii model, 5 h.p., tourist, condition equal 
to new, M.O.V,, spring forks, B. & B. caf- 
buretter, handle-bar control, Bosch mag- 
neto, Rey whistle, trials machine, ani gold 
medal winner £3S 

REX, 3^ h.p., iqii model, like new, cone clutch 
model, only used 100 miles for trials, perfect £30 

V.S., 1910 model, 7-9 h.p., two speeds, Nala 
gear, Truffault spring forks, finished cream, 
Bosch magneto, very fine sidecar mount, 
just been thoroughly overhauled £39 

SCOTT, two-stroke, two speeds, free engine, 
spring forks. Palmer tyres, water-cooled 
head, spring footboards ; £25 ■ 

MATCHLESS, igio model, 8 h.p., side valves, 
J. A. P. engine, car tyre rear wheel, cream,- 
finish, very fast, admirable sidecar mount, 
special price £35 

REX, 1907 model, 5 h.p., twin-cylinder, free 
engine, spring forks, enamel and plating as 
new, a bargain £10 

N.S.U., 1908 model, 5^ h.p., twin, very low built, 
magneto, two speeds, free engine, admirable 
sidecar machine ..:...: , 

HUMBER, igii model, 3^ h.p., two speeds, 
free engine, handle starting, had very little 
and very careful usage 

F.N., 1909 moflel, four-cylinder, spring forks, 
Bosch magneto, shaft drive, complete with 
rigid sidecar, fine turnout £30 

REX, 1908 model, 3J h.p., two speeds, handle 
starting, Bosch magneto, spring forks, fine 
sidecar mount £22 

N.8.U., igo8 model, 3 J h.p., very low built, 
spring forks, magneto £20 

PHOENIX, quad car, 8 h.p., Fafnir engine two 
speeds, wheel steering, reverse, Bosch mag- 
neto £30 

V.S., igo8 model, 5 h.p., twin, just been over- 
hauled, Truffault forks, Bosch magneto, for 
spot cash £2S 

PEUGEOT, 7-9 h.p., very low built, Bosch mag- 
neto, pan seat, 2jin- tyres, very powerful . . £20 

ARIEL, 1910 model, 3J h.p., free engine, 
M.O.V., Bosch magneto, very finesolo mount £31) 

REX, sidette, igii model, 7 h.p., two .speeds, 
Bosch magneto, handle starting, coach-built, 

HUMBER, igogj model, 3} h.p., two speeds, 
handle starting, very fine si lecar mount 

REX, iQii model, 7 h.p., two speeds, handle 
starting, spring forks, Bosch mngneto, very 
fine sidecar mount 

MINERVA, 4J h.p. twin, M.O.V., steel-studded 
rear tyre, spring forks, just been overhauled, ' ' 
plated and re-enamelled £2l 

TRIUMPH, ryoo model, magneto, spring forks, 
very fine solo mount £30 

REX, 1908, 5 h,p., 2-speed, De Luxe, magneto, 
spring forks, complete, with sidecar 231 

T.A.C., 1911 model, 7 h.p., four-cylinder, three - 
speeds, handle starting, worm drive, magneto £45 

TRIUMPH, igog model, jj h.p.. two speeds, free • 
engine, Bosch magneto, complete with Lucas 
lamp, Millford sidecar £49 

REX, loio model, 5 h.p., two speeds, magneto, 

spring forks, very fast and good sidecar ' ' 

machine £40 

We have numerous other machines for disposal. 

Send us your requirements. Cash or exchange. 




Telc6riiine 'Abdtc^te** Loitdoo 

(lists p»ost rree) 



In answering these advertisements it is desirable to mention " Tlie Motor Cycle." 

\ fANUARY 25TH, I912. 

THE MOTOR CYCLE.— (Supplement xi.) 

Advertisements. 47 


do our Sidecar Springs resemble a won 







'rom S Guineas, and we fit our Patent Spring B 

Jetachable Couplings, which were acknowledged IJ 

,t the OlNTOpia Show to be the finest vet on the B 

Qarket. Write for particulars. " a 


tUDGE 1912 Standard, from stock £43 15 r 


MINEEYA. 2}h.p.. 26x2 rubber-studded bark tyie, 
in !?ood running order; sell, bara^ain, £8-— Brown's, 
12. Bull Ring. Biruiint,'iiaui. 

twin. m.o-v., free engine, 2 
_ forks, excellent condition ; 

1 Oil Eex de Luxe, 6h p. 

-Lt/ speeds. Bosch, sprins 
£40.-12. Bull Ein=; " 

MOTOR Cycle. 3:h.p., m.o.r., Bosch, magneto, h.b.c, 
tarburetter. spring forks; £12/10, bargain.— 12 
Bull Ring, Birmingham. 

F.N.. 4-cyl., 
B. and 

REX Twin, 5-6h.p. 
pillar, free eni 



lUDGE, free engine, rgrt, in splendid 
condition throughout, as new. Palmer 
Cord tyres £45 

RAOBURY standard rgrt model, un'- 
scratched, beautiful condition £39 

UDGE racing model, igit, all improve- 
ments, very speedy, first-class con- 
dition £40 

.8.U., 4j h.p., twin, 2-speed gear, Bosch 
magneto, very fast £24 

■8-U-i 33 h.p., rgo8, magneto, h.b.c, good 
and sound throughout £21 

UMBER, 3i h.p., 2 speeds, Bosch mag- 
neto, handle starting, free engine, etc. £29 

.S.U., 3 h.p., magneto, N.S.U. patent 
carburetter, very good tjTes £18 

EX, rgir, brand new, twin, all improve- 
ments, standard £38 

EX, 5 h.p., rgog, spring forks, adjustable 
pulley £26 

EX DE LUXE, igog, 5-6 h.p., 2-speed 
gear, variable pulley, springs £33 

EX Speed King, 3J h.p., especially built 
for the Isle of Man Races, chain drive £25 

EX DE LUXE, 5 h.p., Bosch, twin- 
cylinder, handle starting £28 

IP, Peugeot engine, low built, racy .'.'.'.' £12 

LOYD'S, 2 h.p., smartly finished £8 

DVANCE, 6 h.p., magneto, twin-cylinder, 
B. and B. carburetter £18 

ORTLAND, Peugejl engine, si h.p., rgti 
model, Bosch magneto, rubber' non- 
skid tyres, fittle and carefully used . . £32 

EX, 5-6 h.p., igii, M.O. valves, 2 speeds, 
free engine, special built sidecar, very 
luxurious £42 19 

UMBER, 3-1 h.p.. Roc 2 speeds, handle 
starting, and free engine £34 q 

EX DE LUXE, 5-6 h.p., 1909, 2 speeds, 
variable puUey £38 

INEkVA, 8 h.p.. Roc 2 speeds, handle 
starting, torpedo tank, grey finish, all 
improvements, MiUs-Fulford sidecar . £47 10 

.h.p. CENTAUR, P. and M. two-speed 
gear, complete with sidecar, splendid 
runmng order £25 g 

UADRANT, 3j h.p., good sidecar !!!!!! £15 


>ii Brown and Barlow Carbm-etter 25/- 

iils-Fulford Sidecar, in splendid condition £5 
3st Horns, Lucas pattern, very loud and 

musical 12/6 

enerators, bum five hours .-'.'.'..' 5/8 

ew Fuller Midget Coil .".'.*.".'.'.". 7 '3 

'ide Mudguards, 3iin., with stays .'....'. 2/3 

4!in. „ 2/11 

3ng Handle-bars, dropped ends g/, 

iller Sidecar, quick-detachable lugs .... £4 5 

jrtland Sidecar, as new ['. £4 |q 

ew Goggles, usually sold at 2 ,'6 1 /B 

ew Bosch Plugs '.'.'.'..' 3 6 


Victoria. Motor House, 

^lenhone — \t-> v-Hn-nl 

-legrams—" SCOTT, Powell Street, HalUax." 

Oih.p. EoTer, 

Boich mai^neto, spring forks, ?ear driven, 
B. h.b.c. carburetter. Continental tyred; 
sell, bargain, £16/10.— Brown's, 12, Ball Kin^, Birmins- 


spring forks. Cantilever seat 

. 2 speed-., 26x2i Contireatui 

sacrifice, £10/10.-12, Bull Eing, Birmingham. 

ANTOINE, Sih.p , m.o.v., magneto, eloping back 
frame, h.b.c. carburetter; bargain, £15/10. — 12. 
Bull Ring, Birmingham. 

TRIUMPH, 1909, real good order, lamp, horn, .large 
valice. cpares, Cowey, new belt; £29, — 12, St 
Peter's Rd , Leicester. 

SPEED King. 1911 model, 7h-p., m-o-v-, Bcsch mag 
neto. very fast; sell bargain, £27.-36. Third Av-, 
Selly I'ark. Birmingham. 

PEEillER, 1911, Sjh-p., free engine, accessories, 
sparer, etc-, perfect condition • throughout, tyrci 
good: £40.-71, Aylestone Ed-, Leicester- 

new Rom tyre and new cyl., guaran- 
teed excellent order: £12/10 r exchanges con- 
eidered.— Tomlinson, Uppingham. Rutland. 

REX, 1910, twin-cyl., 6h.p., free engine. Palmer cord 
tyres, spring forks and seat pillar, condition as 
new; £31.-103, Heeley Ed., Selly Oak. 

TEIUirPH, late 1909, carefully ased. spare footrestc., whistle, horn, 1911 fitments; 
£30, offers.— 5. Edgbaston St.. Birmingham. 

rEIUMPH, 1910, just thorougnly overhauled, perfect 
condition, large number spares and actes.sories ; 
expert examination invited: £32.— LP., Turner Arms, 

ENFIELD, 2ih.p., lightweight motor cycle, 1911. in 
perfect condition; Dunlop tyres, complete, horn 
tools, etc.; £25.— C. Bailey, dairyman. 56. Drvden St.- 

RES. de Luxe, 1910 twin, Bosch magneto, free en- 
gine. 2-speed gear, epring forks, equal to new : sacri- 
fice £37— Edwards, 66, Walford Ed., Sparkhr,ok Bir- 

TRIUMPH, 1911 clutch model. T.T. engine many 
1912 improvements, as new, with 50/- lamp, horn 
and spares; £48.— Box No. 9.405. The Motor Cycle 
Of3cet5, Coventry. 

IQll Tourist Trophy Twin Humber. -won Private 

■*-«^ Owners' Cup. not been 500 miles. 3-speed, fref 

engine, very fa<t. guaranteed " " ~ " 
Hounds Gate, Nottingham. 

Collier's Motorles, 

Westgate, Halifax, 


Early deliveries of 
1912 Bradbury machines. 

Exchanges Quoteri. 

Distance no objection. 

off erg.— Percy Johnson . 

IQll Free Engine Triumph, several 1912 improve- 
A*^ ments. and 1912 Millf^rd cane torpedo front side 

^ar. lamp. ) orn. and ii^- e-^,-ories : cost £(0. atcept £56 
—Box No. 9,406, The Motor ^ycle Offices, Coventry. 

BEADB0RY, 1911. 
plete. lamp. Jones, 

N.S.U. 2-3peed, "Whittle, com- 
. tools, perfect condition, given 
ao trouble in year's bUf^iness use in all weathers; buying 
1912 Bradbury; £40, or nearest.— Gibbins, Earnt Green 

PLASTOW, Grimsby, ha 
new. ofEers ; 1910 

1 Qll Premier, 3ih-p.. free engine, 

X «7 \Miittle, drip feed lubrication. ' 

3 for sale 1911 F.E. Eudpe, 
F.E. 'I'riumph, speedometer, 

lamp. etc.. excellent order. £42; 1911 Sih-p. Humber. 

2 speeds, speedometer, lamn, sidecar, etc., .16 new £.15 ■ 

1906 3h-r. Triumph. £12. 

2-speed Millennium. 

jn. Garner whistle, 
horn, tools, etc., perfei_t ftondition, only done 1.700 
uiles: cofit £58. sell £45; buying twin.— Box Nc 9 408 
The Motor Cycle Offli-es, Coventry. 

SACEIFICE.-5h.p. T.T. 1910 Eex, engine specially le- 
built by Coventry Ordnance Wcrks, 1912 B. and 
B., Beech, racing and touring handle-bars, exceedingly 
low, 12 months' engine guarantee given: any trial or 
examination: £27: money ui^ently wanted— 6, Ken- 
ngton Ed-, Coventry. 


Norfolk, Suffolk, Cambridge, Huntingdon, 
and Bedford. 

KERET. 2Jh.p.. good condition ; £7, or offer Annlv 
J. Starlins. Xorth Walstam, Norfolk. 

3ih.p. Brown, good condition, li. and B. carburetter 
2 h.b.c. : oflers.— Skinper, Gt. Shelfotd. Cambs 



I9ir Twin Two-speed REX DE LUXE £47 10 

6 h.p. Twin ZEDEL, Bosch. B. & B., spring forks £29 10 

1910 7 h.p. Twin REX, M.O.V £37 10 

FAFNIR, Bosch, h.b.c, Indian red, Druids £19 10 

.Magneto TRIUMPH, spring forks, very smart .... £25 10 
Twin REX DE LUXE and Montgomerv sidecar .. £25 

REX, igro, 3J h.p.," hot stuff "... £29 10 

5i h.p. Two-speed Twin REX DE LUXE £29 10 

5 h.p. igio Twin REX, speci-^l machine £29 10 

44 h.p. Four-cylinder F.N., magneto £19 19 

2} h.p. KERRY, runs well, spring forks £10 10 

iqro 3I h.p. T.T. REX, very fast £27 10 

T/llUM"Plf , IQOS, very i»ood £28 10 

3 h.p. HUMBER, chain drive £7 10 

1)09 3* b.o. REX DE LUXE, two speeds £32 10 

190S 3I h.p. Magneto REX, spring forks £22 10 

1907 3* h.p. Magneto REX, spring forks £19 19 

3.i h.p.'Tourist REX, brand new £29 10 

r5io Twin REX DE LUXE, two speeds £42 10 

.^ew Twin REX, Cantilever seat 36 Gns 

Twin REX DE LUXE .and sidecar £27 10 

MOTO-REVE, magneto, Druids £19 19 

MOTOSACOCHE Lightweight £14 10 

3i h.p. MINERVA, M.O.V £14 10 

f.N. Lightweight, magneto, spring forks . . . r £19 19 

REX, 3* h.p., spring forks £15 10 

lOrr 3i"h.p. Tourist REX *32 10 

1911 Twin REX DE LUXE £46 10 

iron Single-cylinder Two-speed REX, 300 miles ..£32 10 



Skipper, Gt. Shelfotd, Cambs. 

Thetford. for early deliireries of 1912 
Triumphs. Bradburys, Matchless, BLumbera. Eud"es 
B.S.A.. etc. ■ 

B.S.A., standard. 1912. brand new in crate- pivin" un 
ridins: £46/10.-Box L5,679, The Motor Cvcle 
Olfices, 20. Tudor St., E.G. 

with Garner 
f43.— Turner, 

rpEIUMrn. 1911, not done 500 miles 
-L exhaust whistle, horn, and lamp: 
29c, Victoria Ed-, 'n'isbech. 

. Eadie. grey, fast, low, Watawata 
stand, brake, etc., perfect: bargain, £5/10.— Book- 
wood, Acton, Sudbury. Suffolk. 

3.h.p. Minerva, 

Backed by 10 years' experience. 
Every car guaranteed 12 months. 

*' Popular," Clipper or Continental tyre £4 19 9 

" Superbe " type, with Ijest tyre, apron, etc. £6 6 

Ditto, with reversible child's seat £7 

Ditto, with best coach-built body £7 12 6 

Improved Quick Detachable Joints are fitted to all 
models. Prompt delivery to suit Rexes, Triumphs, 
N.S.U. 's, Indians, and any other make. 

Discount to Trade. Exchanges entertained. 

In answering these advertisements it is desirable to mention 


The Motor Cycle. 

Brand New Machines at nearly second-hand 
prices. Accessories free, and expenses paid 
to cash buyers. Come at ,once and gi* 
first choice. 

A3 1 

48 Advertisements. 

THE MOTOR CYCLE.— (Supplement xii.) 

January 25TH, 1912 


10 1 2 BradDurys, standard and free engine models ; 
^ delivery .) anuary : cash, easy payments, or ei- 
cLanKe. -W illmott Bros-, Norwich- 

1 Q12 Centaurs, 23h.p. twin, in stock, £42; torpedo 
JL«7 Precifiion, 2ih p., £37; sidecars, £6/6.— Wilbnott 
Bros-. Norwiiih. 

3Xh.p. Premier, 1912 model, delivery about two 
2 neekri' time ; owner buying ligntweight ; £45 tor 
duick sale.— Cross Bros-, Fruiterers. lp-^\icli. 

1 C|ll 3ih.p. Preuiier, new ia*;t March, perfect con- 
-L •/ dition, has been very caretuiiy used, not done 
? ^^^ miles; will accept £35.— Cross Bros., FruitererB, 

1iil2 L.M.C. Motor Cycles; immediate delivery; trial 
J.t7 runs and interviewtj by appointment. — W. E. 
Bneezum. 14, F„re St., Iirewich. Hole ORent Ipswich 
and di.strit^t. 

TWO New Triumphs, in crates ; ofEers wanted for a 
uew F.E. Rudiie, F.E. Rf vcr. Enfield. Mnv 
MiD*frvu frame and wheels, euit inclined engine-- Eweu, 
King'a Lynn. 

B.3.A : B.S.A. ! B.S.A. I — Early deliveries of all 
models of these celebrated machmea; second-hanti 
machines part payment.— A. F. Garnhum and Co., sok 
afrent^f. Ip-wich. 

IQll Scott. 1912 lubrication, absolutely perfect, ex- 
X*y pert examination, trial, bargain, quiuk sale £46; 
FR.S. riddling let. butted tube. £49; ordered 1912.— 
Walker, 51. Cambridge St., Norwicn. 

4h.p. Xsle of Man T T. 1910 Res. thoroughly over- 
haul»Mi. splendid condition, very fa«t, tyres, belt 
tubes sadiUe. tt-- n^w. many spares, re-bushed: £30,' 01 
near ;.tfer -.Toh:, Tnrr, Trinity. Cambridge. 

TRIUMl'H. 31i.p-, 1906. splendid condition, magneto, 
Lyiett belt, tank re-panelled, fine P well and Han 
mer lamp complete, good tyres and saddle, accessories 
£19/10.— No. 9,402, The MotOT Cycle Offices, Coventry. 


Worcestershire, Hereford hire, Radnor, Brec'i 
nock, Monmouth, Glamorgan, Carmarthen 
Cardigan, and Pembroke. 

B.S.A.. June. 1911. perfect order, all acceesoriee; £4C 
— Deeley. Bromsgrove- 

DOUGLAS. August, 1911, perfect, and equal to nen 
all spares: £34.— Deeley Bromsgrove. 

3ih.p. Triumph and Sidecar, late 1908, Whittle, al 
2 sparer; Icwei^t quick sale £22— Uuviee, Mancheste: 

1 Qll Humber Lightweight, excellent condition, wit* 
X«/ tool-' and lamp; £26.-9,429, the Motor CycU 
Offices. Coventry. 

5-6h.p. F.N.. 2-ppeed gear. 4-eyl., Rom back tyre, nei 
August last, not don© 1,000 miles; £38.— Bi^k^ 
Sketty Rd-. Swansea- 

FOR Farliest lieliveries of Triumph, Humber, En 
fields. Singer, Premier, apply at once, Griffltli'- 
Cycle Emporium, Llanelly- 

2ih.p. Hobart, new February, everything completi 
2 sjure.^: what oflpTs--Bcx No. L5,712, The Molo 
Cycle OtflL-es, 20. Tudor St.. E.G. 

IQll F.N-, 2ih.p. 2-speed, perfect, done 2.000 miles 
Xt/ no breakdowns, new DmilQP on back, spare tyre, 
many nt^er spares, lamp; £35, or offer-- Whitfield, Biltoi 
Rd..' Neath- 

"1009 Triumph, little used lamp, horn, etc, £29 
Xt7 1911 T-T. Triumph. £39: T.T. Humber, 23h.p 
twin, 3 -poed-s. dut-h. £45 ti.e actual uiarhine ,.n whir- 
Evans won the Junior Tonrifit Trophy race; as new, al' 
In piTfe t condition: anv trials-— Whorton and Hartill, 
Motor Cycle Depot, Dualey. 


Gloucester, Oxford, Buckingham, Berks 
Wilts, and Hants, and Channel Islands. 

TRIUMPH, 1909. excellent condition throughout 
tvrea practically new; £29, or offer-- R- N. Cole 

TWIN Premier, 15 months old, 3Jli p.. BoRch magncti 
speed * ■ " "' " ■ '■ 

specdomeior, lamp, spares; £29.-5. Bury Rd., Gok 


P. AND M.. 1911, 3ib p., new Kempahall tyre, per^ 
)c t order. — Davenport Vernon and Co-, High 

IQll' Clutch Triumph, condition as new, spare Palmer 
JL tj cord, usual tools, etc. ; £43.— Little. Clovclly. 
Fleet. Uants- 

D0UG1LA8, 1911, Model E, now condition, all acces 
wiiic.t. Bpares; £i9.— " AucBencUJrn," 'Worcestir 
Kt . GloutcHtcr. 

IMMKDIATR DeUvericfl.— Write, Gibb. Gough an. 
Hon. (iloiji c^icr. Sole aficntH for lJougla», Braii 
hfiry, Prcji'icr. Rf.vcr. 

BRAIUtllUY, 1911, 2-cpeed, Irco engine, goi d con 
dilir'i, II. -w Palncr cord back; £42. — rhillipi, 
rlicmiflt, Tiinbridgc WcIIh. 

MOTOHACOCHK. £12, Druids, f-otroflts, Wliiftl-, 
new '(andic anil tyrt*H, accesflorics.— K. Stewart, Cltir 
ciKc Barruck«, I'ortsmouth- 


\iu/\wy%c ■■ ■■ ■■ ■■ ■■ 

Satisfaction has never overwhelmed the 
users of Sidecar Machines — those owners 
have always felt that there was some- 
thing to be desired. May b; they wanted 
a stronger frame, a more powerful and 
flexible engine, better brakes. Probably 
they wanted less noise, easier starting, 
efficient front ard rear springing, and 
more substantial tyres and rims. It 
seems at any rate that there was always 
something lacking. 

BUT NOW comes the 1912 REX- 
J.A.P., profiting by the mistakes of the 
past, with a motor cycle that has eliminated 
these weaknesses — fitted with the world- 
famous J. A. P. Engine — especially 
strengthened frame with brazed on lugs, 
ensuring perfect alignment of sidecar — 
powerful brakes — spring cantilever seat 
and spri g forks — exceptionally large tyres 
— automa ic lubricator, with auxiliary 
hand operated pump — and many other 
exclusive features which place the REX- 
J.A.P. far and away above all other Motor 
Cycles in regard lo Reliability, Comfort, 
Ease of Handling, Flexibility, and 
Write njw for Catalogue, it will interest 

Agency proposition is worth consideration 
— we invite your correspondence. 

Colonial Models, with Special Frame, 
Wheels, and increased ground clearance, 
will interest you. We are now appoint- 
ing Sole Agents, and shall be pleased to 
post you terms. 

The Premie*' Motor 
Co , Ltd., 

Aston Road, Birmi/ig^hatn 

Telegrams : 
l*rimu3, iiirmingham." 


1 Q12 Triumphs; any machine taken in part imvn ■ 
J- ^ easy termg.— Julian. Broad St., Reading 
I Q12 Bradburys; any mad ine taken in part prn , 
J- «^ ea«y terms.— Julian. Broad St., Reading. 
1Q12 Rudfres; any machine taken in part p;;- 
J- «^ easy terms.— Julian, Broad St.- Readdn.i,', 

1 Q12 BCumbers; any machine taken in parti payn 
J- *^ eatiy terms.— Julian, Broad St., Reading. 
1Q12 Enfields; any machine token in part pavi 
Xt? easy ler. as.— Julian. Broad St., Readini; 
1 Q12 Triumphs; any machine taken^ in part \y.\\\i 
J-«7 easy terms.— Julian, Broad St., Eeudiiig. 
T Q12 Bradburys ; any macljine taken in part payu t 
At? easy tarms.—Julian, Broad St., Reading. 

1 Q12 Rudjres; 

Xt' easy terms. 

any machine taken in part j 
—Julian, Broad St., Reading. 

1 0^2 Huinbers ; any machine taken in part pajii 
Xtr ea^y terms.— Julian, Broad St., Reading. 

1 Q12 Enfields: 

A*/ ea-y terms. - 

any machine taken in part poyii 
-Julian. Broad St., Reading. 
1 012 Triumphs; any machine taken jn part pnyn 

eafiv terms.— Julian, Broad St., Reading. 

1 Q12 Bradburys; 

easy terms.- 

any machine taken in part payn 
■Julian. Broad St., Reading 

1 <\12 Rudges; any machine taken in part payn 
J- 1/ easy terius.— Julian, Broad St.. Reading. 

1 ni2 numbers 

J-«? easy terms.— Julian 

1012 Enfields 

A*-' eafiv terms.— Julian, Broad St., Reading 

1 Q12 Triumphs: any machine taken in part pnyi: 

-*-t/ eaay terms.— Julian, Broad St., Reading. 

; any machine taken in part piiyn 
-Julian, Broad St., Reading. 

anv machine taken in part pa 

Broad St., Reading, 
any machjne taken m part pa 

I Q12 Bradburys 

Atf easy terms.- 

1Q12 Rudges; any machine taken in part puyn 

J-*? easy terms.— Julian, Broad St., Reading. 

any machine taken in part, payn 

Broad St., Reading. 

any machine taken in part payn 

1 Q12 numbers, 

-i-t' easy terms.— Julian. 

1Q12 Enfields: any ma< 

At/ easy terms.— Julian, Broad St., Reading 

1 Q12 Triumphs; any machine taken in part payn 

Atf easy terins.— Julian, Broad St., Rcadiug- 

any machine taken in pait pa; 
Broad St., Reading. 

1 Q12 Bradbury; 

At? easy terms.- Julia.i, 

1Q12 Rudsfts: any macliine taken in part payn 

Ai/ eav-*y terms.— Julian, Broad St., Reading. 

"J Ol2 Humbers; any machine taken in part payn 
Ai/ - ea.-:y terms.—Julian, Broad St., Beading. 

1Q12 Enfields; an" machine taken in part payn 
At/ easy terms.- Julian, Broad St., Reading. 

anv machine taker in part payn 
■Julian, Broad St.. Reading. 

any uiacVine taken in part payn 

Rudges; any machine token in "part payn 
Broad St., Reading. 

machine taken in part payn 
easy terms.— Julian. Broad St., Reading. 

12" Enfields; any machine taken in part payn 

1 Q12 Triimiphs; 

A«7 eas> terms.- 

"1 ni2 Bradbury->; 

Atr easy terms.— Julian, Broad St. 


Atf eajsy terins.- Julian, 

10X2 Humbers 

-Lt/ easy terms.—Julian, Broad St., Reading 

1 012 Triumphs 

AtJ ea-sy terms. 

any machine taken in part payi 
■Julian, riroad St., Rcading. 

"I 012 Bradburys 


any nmcliine taken in jtart pa 
ea^^y terms.— Jalian, Broad St., Reading. 

12 Rudires; any -machine taken in part pa 
easy terms.- Julian, Broad St., Reafling. 

12 Humbers; any int 
easy term.s.— Julian 

any machine taken in part pa,^ 
Broad St., Reading. 

any machine taken in part pai 
—Julian. Broad St., Reading. 

1Q12 Triumplm ; any machine taken in part pay 
Atf ea.vy terms.—Julian. Broad St., Reading. 

"IQ12 Bradburys; any nmchinc taken in part pa> 
A*/ ea>sy terms.— Julian, Broad St., Reading. 

"IQ12 Rmli,'(?H ; any machine taken In part i>a\ 
At/ easy tcnna.- Julian, Broad St., Rending. 

any machine taken in part pa\ 
ea-y terius.- Julian. Broad St.. Reading- 
1Q12 Enflekls! any mnehine taken in part pa 

-|Q12 Enfields: 
At/ eafiy terms. 

j Q12 Humbers; 

ea.«y terms.— Julian. Broad St., Reading. 

any machine taken in part, pa 
-Julian. Broad St., Reading. 

I Q12 Trimiiphs; 
At/ eawy terms. - 

I 012 Bradburys; any luuchine taken in part pa.\ 
1-t/ ejsy terms.- J .iliaii, Broad St., Reading. 

any machine taken in part pay 
—Julian, Broad St., Reading. 

any machine taken in part pa\ 

ru!id .St., Reading. 

anv machine taken in part pai 
-Julian. Broad St., Rcadiiig- 

rt pa. 

12 Enfields; 
ouisv terms 

I Q12 Rudges; 

It/ cosy terais. 

I Q12 Humbers; 

At7 en-^y tcrni.4.— Julian 


1 Q12 Triumphs; any mai-hinc fftken in i 
At/ terms.— Jiiliiui. Broad St., Reading 

1 Q12 Bradburys; any nntchine taken in part pa 
At/ Bjisy terms.—Julian, Broad St., Reading. 

-| Q12 Rudges; 
At/- easy terms. 

any machine taken in part, pay 
—Julian, Broad St., Reading. 


In an&wcTinci these advert iscTrn'itis it is desirable to mention " The Motor CyclcJ'* 


ANUARY 25TH, 19 12. 

THE MOTOR CYCLE.— (Supplement xiii.) 





-4h.p. Indian, free engine, perfect 

LES and Eyles. new Motor Garage, 113, 
Aldate'e (oppoiite the Town Hall), Oxford. 

LES and Eyles. 
condition ; £44. 

LES and Eyles.— 7-8h.p, Indian, free engine, with 
sidecar, perfect contiition ; £60. 

LES and Eyles.— 23h.p. Douglas, perfect condition: 

LES and Eyles.— 3ih.p. Premier, perfect condition : 
£32.- . . 

LES and Erles.^3ih.p. Kex, perfect condition: 
■£25. - 

LES and Eyles.— 3ih.p. U.S.A., free engine, new; 

LES and Eyles.— All the above are 1911 models. 

LES and Eyles, Oxford, the University House. 

, li.p. Genuine De Dion, h-b-c-, new sidecar; £14; 
separate £10— Madan, Wcstbury Park, Bristol. 

, 10 Lightweight FN. fur r^ale, variable pulley, mag- 
neto, tyres in Rood condition : special price £20. 

09 Maiineto Moto^acoche, the most wonderful second- 
mind Jigj.tweiK'nt ever put up for-sale, apparently 

its own with any 3ih.p., very fast; trial run any- 
3; lowest £ia; suit chauffeur, etc. 

10 3ih.p. Kerry -Abingdon, Palmer cord tyres, as 
new, had very Jctie wear; genuine bargain, price 

E Condac Motor Depot, w'est Southbourne. Bourne- 
mouth, the firm who do not deal in doctored motor 


09 Triumph, splendid condition, Lucas headlight. 
Palmer inrds : £30, or exchange T-T. Triumph. 
;, Church St., Chelsea. 

JIAN, 7h.p. twin, 2-speed, free engine, as new; 
must sell ; too powerful for owner ; bargain, £40. 
. below. 

and M., 1910, 3ih.p-, 2-speed, free engine, recently 
overhauled, I'almer cord front tyre. Eom back, sparer 
icceseoriea ; £40.— See below. 

TMBEE, 3ih.p., 1911, 2 speeds, only wants seeing: 

£54.— oee beiuw. 

X. 3ih.p.. 1910, Touriet Trophy model, free en- 
gine: £27/10. 

[NOHESTEE.-Dorainy and Co., agents for Tri- 
umph, Singer, Ariel, New Hudson; early de- 
38 arranged. ■ ■ 

DGE and Bradbury Models, for prompt delivery; 
trial runs; exchanges entertained; send for lists.- 
t, Barnes, Colnbrook, Bucks. 

lUGLAS. 1911 Modei D.. absolutely un^cratehed 
lamp, hern, new belt, and all eparea ;£33-— Eey- 
, The Lodge, Coaham, Hants- 

E Rale, 3:^h.p. i'xemier. fitted with genuine Roi 
2-3peed gear, sidecar, and accessories.— J. T., Abing- 

Souse, Victoria Rd., Swind.m. 

lUiXPH, 1907, T(-ith 1911 improvements, Servicp 
belt, new Kempshall on back, recently overhauled; 
-Avondale, Bective Rd., Putney. 

TNG Passenger Machines; earliest delivery for 
caih pr oasv payrnents: trial xnna arranged at any 
—Morris Motor Cycle Garage, Oxford. 

12 Triumphs-— We can give very early delivery of all 
models lor cash or easy payments.— Morria Motor 
Garage. Oxford. 

12 Enfields— Immediate delivery of lightweight 
model; cash or easv payments: earliest possible 
iry of Enfield passenger macliine.— Morris Motor 
; Garage, Oxford. 

11 Latest Modol 7h.p. T-AC, 3-speed, run only 
500 miles, conr^ition as new; c:6t £80 few months 

£47 nett.— A. Ward, Home Farm, Ascot. 

h.p. Douglas. 1908, thoroughly overhauled, eplen- 
did running order, go&d tyres, spring forks; £16. 
•ntgomery, Victoria Rooms, Clifton, Bristol. 

DTOSACOCHE, free engine. 2h.r., Druids, Dunlops. 
very little used, all accessories; sacriflL-e £17/10 — 
-lU, 60a, Gloucester Rd., Bishopston, Bristol. 

tADBURT, 3;.hp., 19103. 2-^peed, and .sidecar (Pre 
mier), new tyres all wheels, new pulley. Whittle, 
fl, condition perfect; £42.— Armstrong, Ardmore 
borough. . ■ 

Hi Triumph. Mabon free engine, Lucas 50/- lamp 
tool-*, and all spares, perfect candition, ridden 800 
: £40 no ofiers.-T. H- Bennett, Portsmouth 

HTQLAS, 1911, 2-speed, clutch, £36; 1911 single 
••'peeC' £3u- 1910 £.::2- 1909. £18; guaranteed 

ice order.— For further particulars, write Williams 
las ageot, Portland St., Cheltenham. 

^JtVET'S Motor Cycle Mart, 58 and 60, Poole Rd., 
"Patboume. Boiirnemouth. have, amongst others, 
cd^- kKlyV Hu uber, kill p. Centaur, 22h-p- Douglas, 
r-N., 3ih.p. Triumphs, and others- 

roaiPH, 1909, e^ccellent condition, tamp, horn, 
tools, mirfor, all accest-^ories, many .spares, pntent 
protector front wheel; trial; £30: nn otters — 
iwaine. Royal Artillerv Mess, Deepcut, Farnboro' 





M.C. Alarm 


2ih.p. F.N., 1910 model, with 1911 piston, shaft 
4 drive, 2-6peed. magneto, Glare lamp, 2 accumu- 
itors, Cowey speedomeier, 2 spare butt-ended tubes, 
one outer cover, Rom back t.n-e : £25.— Major Westmor- 
land, Dep -.t, Hampshire " Regiment, Winchester. 

■|.Q12 Matchless Motors; early deliveries 6h.p. clutch 
-1-^ model, 60 guineas; 1912 Hazlewood motors froai 
-tock, 3 speeds, free engine, 47 guineas;' catakgues, par- 
ticulars free; 1911 Rudge, Julv. 320 miles, as new, spare 
valves, tools, £40.— Balfours, Motor Works, Banbury. 

BRADBURY, now Jan.. 1910. fitted 1911 cylinder. 
pi.ston, patent leather mudguard, Garner whistle, 
lamp, norn, mirror, tool-roll, new studded Dunlcp, new 
Lyso. perfect, bargain £28; Mttosacociie, Ijh.p-, 19093, 
iuag^neto, tyres good, first-class order, accessories, £17; 
must sell, cash wanted— 64. High St., Marlow-on-Thame^. 

and Sussex 

Essex, Middlesex, Surrey, 



ILTON Cycle Co., Victoria, S.W. 

The Best and only Perfect 

Exhaust Alarm on the 



Nickel Plated 

Black Plated 

Postage 5d. 

- - 12/6 

- - 13/6 


Sole Makers and Patentees : 


Moseley Motor Works, 


ILTON.— 1911 Triumphs, as new, clntoh models, 

WILTON. —191 1 Triumph Standard, as new, a! 1 
accessories and spares; £40. 

TT/"ILT0N.-1S11 Bradbury Standard, as new; £38. 

WILTON— 1911 Bradbury, standard, lyith accessories, 
and Chater-Lea sidecar; £43. 

WILTON.— 1911 Singer, clutch model, with Jone; 
speedometer, lamp, etc-, ard Millford sidecar; 
£50, a^s new- 


WILTON.-1910 Rex. Sh.p. 
just overhauled; £35. 

WILTON.— 1911 Kerry-Abinsdon, 
cessorieti, and Kerry sidecar, 
cane body, as new : i^8. 

"\T7 ILTON. 
VV e.riey 


■1911 Clynofi, 2 montlie old; £55. 

-1911 En: T.T., 

1911 FN. 

5h.p.. as new. 
2-specd and free engine, 

2.speed gear, ac- 
quiek joints, and 

5-6h.p., 4 cyle., -with acces- 

's, 4ih.p., 4 cTls. ; £20 aad £22 each. 

WILT0N.-1911 Humber 
did order; £27/10. 

Telegrams — 

" Dependable. Jtoselev. ' 

'Phones— Sooth 3 and 4. 

3i h.p. «3 

■■ 2| h.p. 

Two of the World's Best, at 
prices within your range. 

The Midland Depot always 
has them in stock. 

Call or write, 


(Henry Garner, Ltd.), 

78, New St., BIRMINGHAM. 

Telephone : Central 7298. 

WILT0N.-1911 F.N., 2ihp., single-cyh, 2-apeed gear, 
with all accessories, in fine order: £36. 

WILTON.— 1910 Kerry-Abinsdou. 3^h-p., standard, 
overhauled, in very gocd condition: £28. 

WILTON— 1909 Humber, 2-speed. 3Jhp., in splendid 
condition, new tyres, accessories, etc. ; £30. 

T)[/'ILTON.-1909 N.S.U-, 23h.p., electric ignition; £9 
. lightweight, epien 
TTt7'ILTON.-1911 Moto-Reve, 2Jh.p., brand new; £39 

WILTON.— 6h. p. tricar, watec-cooled, 2-speed gear. 
chain drive, magneto, etc- ; £20. 

WILTON— Sole S-W. repreris^latives for Clyno motors; 
deliveries February. 

WILTON.— Sole S.W. representatives for Matchless 
motors: deliveries January and February. 

WILTON.— Special agents for Bradburys, standard and 
2-epeed belt models in stock. 

WILTON.— Early deliveries of Clyno, 
Wilt jn sidecars ; lists free- 

WILTON- — Exchanges and 
Please write for fomis- 

W ILTON Cycle Co-, 
don, S-W- Tel. 

tchless, and 
instalments arranged 

110. w'ilton Ed-, Victoria, Lcn 
5115 Victoria, 


1 answering these advertisements it is desirable to mention 

QTIADKANTS, Quadrants, Quadrants. 

PASS'S Motor Mart, 5. Warren St., Buston Ed., W., 
^ sole London and district agents lor the famous 
Quadrant motor cycles ; book at once for early delivery ; 
■ataloerue UDon apDlication. 

DOITGLAS. 231i.p., 1911, 2-speed and clntcli, in splen- 
did condition, accessories ; £40.— Below. 

BRADBHET. 3}h.p.. 1911. excellent condition 
tliTougbout, has had Tery little- use; £39 — Below. 

TmtTMPH. 3ih.p-, magneto ignition 2-=peed and free 
engine, h.bc. : £27, or near cfler. -Below. 

TOEPKDO. 23h.p., 1911. brand new, Amac carbu- 
retter, magneto ignition; a bargain, £37.— Below. 

IVrOTO-EEVE. 2hp.. 1911. 36-guinea model, only 

irl slightly used; £22.— Below. 

PEEMIEE, 3(h.p 
cellent conditic 

CASS'S Motor Mart, 5. Warren St., Eu>ton Kd., W- 
fopposite Warren Street Tube Stali.on) T"!. ; -5e24 

'The Motor Cude." A33 

1911. new engine, machine in ex 
ion; £38.— Below. 

50 . Advertisements. 

THE MOTOR CYCLE.— (Supplement xiv.) 

January 25TH, 191;: 


B.S.A. 1912 2-6peed Models in stock.— Eivett, lieytoD- 

BS.A. 1912 Free Engine Models in stock.— RiTett, 

B.S.A. 1912 Fixed Engine Models in stock.— Rivett, 

MOTOR Supplies— Up-to-date stock at Rivett'e, 236, 
High Rd., Leytonstone. • 

BAT, 25h.p. De Uion engine, epring forks, very re- 
liable; £9/10.-224. Wood St., Waltliamtitow. 

33.ii.p. Excels-ior, Chater frame, low, in splendid order, 
4 spring loiks.— 20, Milkwood jiU., Heine Jdill. 

3J.h.p. Minerva, 1911 Araae, brand new tyres; any 
2 trial: £14/10.-36. Hurlingham Rd.. Fulbam. 

3JLli-p. Triumph, 1909, excellent condition,' tyres ditto; 
2 £27, bargain.-6, Circus Rd.. St. John's W^od. 

CHURCHILL Park St.. Croydon.- 1912 free engine 
Rudge in stock; £55. 

CHURCHILL. Croydon.-1912 free engine B-S-A. in 
stock; £56/10. 

CHURCHILL, Croydon.-1912 Premier lightweight in' 
stock; £36. 

Bradbury, standard, 
1910 Enfield lightweight, 

CHURCHILL, Croydon.-1911 
little need; £42. 

CHURCHILL, Croydon.- 
Wnittle; £22. 

CHURCHILL, Park St.; Croydon—Sole agents for 
Bradburys: early delivery. 

new in crate, engine J.A.P 


£47/10.— Davies, 
magneto machine.— 57, 

A .S.L, 
■^^ 162. Green Lanee, 

5h.p. 'i'win Vindec; £16/10, 
Park Rd.. West Dulwich. 

1 Q12 Triumph, free engine, quite new; what oftere?— 
-LiJ AAedt, Studio, Cobham, Surrey- 

ZENITH, 1911. 3ih.p., October, as new; £45, or es- 
chanee.— Edmunds, Quadrant, weyoridge, 

3ih.p. Rex, h.b.c-, new cond tion. splendid crder, lamp, 
2 hem. tools: £9.-137, High St., Putney. 

ARNO, 3ih.p., 1912 Tourist Trcphy model, in stock; 
£45, old machine part payment. 

ARNO, 3ih.p., 1912 Tourist, in stock; £45; yonr old 
ua"hine taken in part payment ; geld medal 24 
hours* MC.C. trials. 

ARNO, 23h.p.. 1912. in etock. gold medal M O.C. 24 
hours' trials; the best 2?h.p. on thg market, equal 
to most 3ib.p. models. 

ARNO 2ih p. Lightweight, in stock, splendid non- 
freak machine, nttuing better for town use. 

ARNO Agency. Whole-sa'e and Rrt-il Agente, 2, The 
Parade, Kilburn, Maida Vale. N-W. 

1 QIO Triumph, free engine, new tyre, belt: 33 guineas. 
X*J —3. Albert Mansions, Crouch Hill. 


lOll Moto-Reve, 2Jh.p. twin, good condition; 
X«7 sell; £24.-138, Brixton Hill, London. 

IMMEDIATE Deliverv Quadrants, Centaurs, 
bury, Trump-Jap, Himibers, etc.— BeJcw. 

EARLY Delivery, Triuinpli. Indian. Rex* Zenith, 
Corah, Rudge, Bat, Rover, etc.— Below. 

cash, ex- 

Applebee Brc^., 

517 Walthamstow. 

LARGE Stock of Second-hand Machines 
changes, Kradnal payiueats. ■ 
Church Hill, Waltham=tow. 'Phone: 


CEOYiJON— 1912 Enflelda in etock; no waiting.-Oal 
and eee the agents, 86. South End, Croydon. 

CEOYI)ON.-1912 Hobarts, all models, immediate de 
livery.— Agcnt.s, 86, South End, Croydon. 

CnOYIJON.-1912 Levis, 2-stroke: a trial run will 
convince ; immediate delivery.— 86, South End, 

no i DON.— Send for lists of second-hand machine.s: 
ex hanges entertained —The Cr..ydcn Motor Mart, 
86, South End, Croydon- Tel,: KO. 797. 

BABKEES, Kensint-ton— 3Jh.p Triumph (1912 im 
provemeutd), free engine model ; £55 : in stock- 

BARK''"E.S. Kensington — 3ilip. Singer, Iree engine 
model: £55; in stjck. 

BAUJvl'.'RS. Kensington — 3ih-p. Premier, free engine 
model; £54/17; in Btojk. 

BAUiCKItS. Kensington.— 311i. p. Hiimber, free engine. 
2-spcc'd gear; £52/10; in stocli. 

BAEIvl'^US, Kensington.— 21i. p. Humber, lightweight; 
£37: in utocli. 

ANY of above by easy payments, 5% extra,— John 
Jliirker and Co., Uigh St., Kensington. 

I> OVERS, S-ttpeed, clutch or fixed engine, in etock- 
t — CJiatwin and Hartley, King Bt., Richmond. 

ARIIOLS, variable gear, and T T. models: imnjediale 
delivery.— ChatM'in and lljirtley, King St., Richmond 

42, High Rd., Btrenl- 
lycle depot of Streatham. 

TRITAll'H. 1908, in good condition; trial; nci™. 
sorics; £26.— I'agc, 74, Jiast Hill, llartlord, Kent. 

3b. p. Quadrant, spring fnrku, spray, running ordrT; 
£5/15. bargain. -Spi.-ihley, 45, Church Ril., Alton 

*34 In ovuireriii// Ihr 

bam, S.W. The m 



Special Ciyno Week ! 

I have the lollowing Clynos for sale. To secure, write, 
wire, or 'phone : Two for delivery January, two Feb- 
ruary, and others at weekly intervals to June ist. If 
you want to make sure of getting the " sidebar machines' 
get in touch with me. No bounce ; no swank. Actually 
yours when you have bought them. I can also give 
' immediate delivery of all the following makes : Triumph, 
Rudge, Douglas, Enfield, B.S.A., Singer, Premier, Rover, 
I Bradbury, and the Three-speed New Hudson. Please 
don't forget, I can take your present machine -and allow 
. you the top price for same. 1 have a few Scotts for 
delivery April. My second-hand machines are guaranteed 
I to be in perfect order, and you can depend on the quality. 
Every machine a bargain. The following are actually 
[in stock. I do not sell from picture books : 

List price. 
RUDGE, sJh.p., free engine model, pedal engine 

j smarter « £55 

RUDGE, T.T. model, special £48 15 

BRADBURY. 3ih.p., 2-speed £55 

NEW HUDSON, 3i h.p., 3-speed gear £59 17 

PREMIER, 3i h.p., 3-speed gear £58 ' 

CLYNO, 5-6 h.p., the sidecar machine £68 

ENFIELD, 6 h.p., 2-speed, with sidecar £84 

DOUGLAS 2| h.p., the perfect lightweight, free 

engine, 2-speed, kick starter £50 

NEW HUDSON, 2% h.p., 3-speed model £49 

PREMIER, ^^ '.'^ £36 

ROVER, " h.p.. fre-^-fn-'in' model £55 

B.S.A., s\ !■•?-> free en-^ine, m liel B £56 10 

SINGEFf 4 h.p., 2-speed bracket gear, fitted with 

sid( car ; ust price £65, si ecar extra. 

B.S.A., 34 ii-i-., .i-&i.cea ana iree engine £60 

BRADBURY, 3^ h.p., with iree engine £54 10 

PREMIER Twin-cylinder, with 2-speed £63 

NEW HUDSON, si h.p., model iib, 3-speed £63 

ENFIELD, 2? h.p., handle-starting, 2 speeds, free 

engine, footboards £52 10 

The only 1911 model left : 
BRADBURY, 3^ h.p., standard model, just from works; 

list £48. Clear, best offer. 


1910 3i h.p. TRIUMPH, perfect £35 

1911 34 h.p. BRADBURY, T.T. model, a gift .... £32 

igri 3i h.p. IVY-PRECISION, just as new £33 

1911 3J h.p. RUDGE, splendid order £36 0{ 

1910 SCOTT, new tyres, B.E. tubes, good order . . £35 
1909 VINDEC SPECIAL, two speeds, "magneto, 

complete with sidecar £29 

1909 3J h.p. MINERVA, magneto £17 

igri 7 h.p. SPEED KING REX, as new £38 

■VlOTOSACOCHE, li h.p., 1910, free engine model £21 
1908 QUADRANT, 3^ h.p., Bosch magneto, h.b. 

control, spring forks £18 ( 


PHIENIX, 3i h.p., two speeds, free engine, handle start 
ing, coach-built chair, lamp, horn, tools, etc. Clear 
for £10 10s. Special. 

Every Motor Cyclist should have OUR Sidecar List 

STANDARD, £4 lOs. SPECIAL, £5 6s. 

DE LUXE, C6 6S. 

CANOELET, DUNKLEY, MlLLFORD, etc., suppUed tc 

order promptly. 
I am Sole District Agent for — 




Extended Payments arranged for any machine at slightly 
increased cost. 

N.B. — You cannot possibly have got the best terms for 
any machine unless you have been in touch with me. 
Write at once to " the recognised North of England 
Motor Cycle people." 


The Motor Cycle Mart, 


Wires : 'Phone : 

" Cordinglcy, Haslingden " iY, Haslingden, ] 

ic tidverlinemi'tiis 


ZENITHS, Zenitlis, Zeniths, 1912 models in « I. 
exutanges arranged— Storeys, 337, Euston Ed., 

ZENITH Gradua, latest 1911, SJh-p., m.o.v., mau 
like new; 38 guineaa.— 1, Ebner St., Wandu 

ZENITH, 1912 models; immediate delivery: ii.. 
ing; trade supplied — Eey, 5, Heatii St., Haiiii 

TEIUMPH, 1911, free engine, done 500 mil. 
aew; £48.— Edinunda, Maiden, Weybridge, .;. 

DOUGLAS, not ridden 1,000 
appointment.— Sprunt, 138, 

miles; £30: m 
London Hd_.. Kiii 

li.b,c.. tyres good, lanii , 

2ahp., Cliater. No. 6, 
4 condition : £10 

1 Qll 231i.p. Royal Enfield^ 2-Epeed, only deliv 
J-i^ few weeks; £40.-Omnium, 198, Gt. Pot 
St., W. 

QUADEANT, ISh.p., good tyres, last madiine, tu 
trder; f^/10.— wnie, James, 2, New liri :, 

Triumphs, Bradburys; order nu 

NE vv Hudsons, 

rEUSTT Magneto Triiunph, 19093, new condiio 
£28: spared.— Uin.nK itooms, 195, Cambridgeld 
Mile jLnd. 

EAGLES.— Motosacoche lightweight, Boech ma; 
Druid forks, free engine. Whittle belt, 1' 
tyres; £18/10. 

EAGLES.-N.S U.. 3h.p., single-cyl., new 1910 j 
neto, dropped frame, new condition; £18. 

EAGLES.— F.N., 4-cyl., 5-6h.p., 1911 model, as. 
latest ituprovementa, automatic carburetter, 
lubrication; £38 ; exchange lower power. 

free engine 

EAGLES.-Triumph, 1910, 
little use, equal to new; 

EAGLES.-N.S.U., 3Jh.p. model de'luie, 1910, 
magneto, 2 speeds, free engine, cnly run i 
;niles, speedometer, etc. ; £34/10. 

EAGLES.— Douglae twin, 23h.p., late 1910, i 
tyrert. Brocks padded saddle, true condition ; ± 

EAGLES.— Motosacoche lightweight, Hellesen igi ' 
Whittle belt, ftne condition: bargain, tSui 

EAGLES.— Eex, 3.h.p., 
spring forks. 1911 B. 

"PAGLBS and Co., High St., Acton.-N.S.D. 
-Ci London district agency. Early uelivery of 
models: liberal allowances for macnines in part 
u;ent. Tel. : 556 Chiswick. 

1911 Clutch Rover, new July, djne 200 
extra heavy Continentals; £43.-54, St. G;i 

magneto, dropped y 
and B. carbureiter; £) 




Kerry, dry cell, long bars, swan neck, \ 
throughout; £12, or nearest.— 1. St- Mari 
Terrace, i'lumstead. 

1 Q12 Multi Speed Rudgea. early delivery guarai 
J-t/ de-uoni tration machine in stock-— sv. £lce, 
wood Rd., Romford. 

3ih-p. Triumph, perfect condition. Whittle belt, 
2 tiories, and art cane sidecar; £27.— iSterlintr' 
aey Rd., Stookwcll. 


h.p. 1911 Bat, 2-speed gear, car tyre, with riK'' 
HI', perieci couuiiion ; ±,56.— Sierimg'8, Sidu<' 

grand machine, 
excellent; £25.- 

belt. tynv 

TRIUMPH, 1909, 
whole machine 

F.N. IJh-p. Lightweight, magneto, spring forks, 
£11.— Brookdide, Gordon av., tughams Paili 
don. - 

"IQlO Triumph, excellent condition, lamp, gen 
Atf spurys, eu-. ; £35. — Rubers, 4ii, Uiiurci 

rpRl0MPH, 1910, lamp, generator, 2 holta, i 
/. excellent condition: £55.-5, Upper \\alu;i 
Ud., N.E. 

MINERVA. 3ih.p., mo.v., Chater No. 6. low 
u^fod order; eacritice £9/15.-36, Skelbro<i 



BARGAIN.-1912 ZPnith, 

jiili'-*: only wants seeing; 
Saffron Wuldon. 

iUi.p.v only bi'c 
£50.~"Wallis, liii 

5 h.p. Twin Peugeot, Bosch 
or(U'r;_£15. cr exchuuge.- 



magneto, h.b.c, i ' 
Jetlls, 3, Haycrofi 
, Tlerta. 

Motor Cycle, vertical engine, good con iv 

sprinij- lorks, low; £8.— liarter, c/o Gardner lu 

St.. Haiup-itinid. 

3 h.p. Lightweight, low. fust, powerful, ro-euj 
nearly new tyres, eplcndid condition ; 
QtiPcn'H Rii-, Ilali^ton 

BRANP New Fren Engine Triumpli,, 1912 i 
iiii'iitrt • iinnieiliiito delivery; £55.— Jlrowil 
Biuiiiiitiin Rd-. London. 

■p. and M. 1912 Motor Cycle; ndverti.ser nnahle'1 

worth Court, 


a otlcr over £bO.— A.Z.i 

jp28.— Bradbury, 1910. Doc., 1911. Improvem^ 
cV engine, iiiuok« pan saddle, KempsluiU X^ 
Arlington Rd-, Surbiton. 

it u desirable to mention " 7Vte Motor Cj/dc' 

iVNUAEY 25TH, I912. 

THE MOTOR CYCLE.— (Supplement xv.) 

Advertisements. 51 


i.p. N-S-TJ., just overhauled, new belt and tyres; 
a barf^^ain, £15, first cheque secures. — Wallis, 
St., Saffron Walden. 

K, 3ih.p-, hb-c, 1910 B. and E., 2 accumulators, 
acceiiories: barg-ain. £15.— Sturyee, 95, Gonville 
rhoniton Heath, Surrey. 

Stock.— Sih.p. free engine Singer, B.S-A., S^h.p. 
Zenith, free engine Kover; who wants:'— Walbro 
eerinu Co., Saffron Walden. 

3WN, 3:ih.p., 1908. just been thoroughly over- 
dauled in our worktj; £11, a bargain. — Scans, 
and Jones, Bromley, Kent. * 

.p. Motor Cycle. A mac, pood condition, new Miche- 
lin. Bowden brake, lamp, and belt; bargain, 
-Motor. 28, Glebe Ed., Mornsey- 

Singer, 1910 lightweight. Taliner tyres. Bosch 
: nagneto, guaranteed perle.t ; £19, or near.— Boy- 
; 61, Mornington Ed., Le>i;onstone. 

19113 J-AP., Palmers, Barlow, Bosch, drip lubri- 
' ation, unuBcd, £36; 1912 2-Jh-p. Humber, once 
£39.-84, Eodenhurst Ed., Clapliam. 

I Free Engine Triumph, almost new, perfect con- 
.. dition; accept £45, or near oiler. — Vestey, 
ley," Pampiaford Ed., South Croydon. 

rOSACOCHE, lih.p free engine, h.b.c, very good 
1 ondition. complete, like new: £14/10.-1. Addison 

Place, Kensington- Tel-: 5215 Western. 
J Low 3ih.p. Bike, 1908. Eex engine fitted, m.0.7-, 
i.b. Amac, spring forks; £12; ti:is is a genuine 
1.— Mason, 86, Agamemnon Ed-. N-W. 

I A. Fixed and Free Engines in stock, Triumph 
arly delivery:' liberal exchanges.— Call and. inspect 
t Chivers, 55, Wilton Ed-, Victoria, S.W. 

' ilBEE. 3dh.p., 2-fipeed, late 1909, in new condition 

II round, little used ; approval, or expert exam- 
; £29.— Ling, Ocki^ndou, Eomford, Essex. 

TMPH, 1911, free engine, nearly new, tjTee, etc.. 
,n i^plendid condition, in perfevt ;.rder; price £42. 
dmuuds, 5, Wilmington Sq-, Eastbourne- 

' :ATHAM.— 4b.p Eoc and fitted with Eot 
, speed gear, ana free engine, Boscn magneto, in 
i order and condition; £29, worth £35. 

;ATHAM.-3ih.p. N.S.U-, on Cbater-Lea frame. 
; agneto, wants a belt, in good order; only £12/10. 

lATHAM.~25hp- Minerva, magneto tBosch), Uw 
)sition, long handle-bars, spring forks, B. and B 
! tter; £15, or near otier. 

:ATHAM.-3ih.p. Ariel, 1911 model ; coet 
52/10: fitted witu I*almer cord tyres, butted tubes 
magneto, i,)ru;d sjiring forks, variable gear, an( 
jine, only run 3,000 miles; £33/10, or near ^fler 
■MPH, 1909. splendid condition, £31; Premier, 
ill, free engine, perfect, £40; Enfield, 1911, 
I efEery and Son, Trmuiph agents, Giiiidtord. 
"MPH;- 1910?, F.E.. new condition, spare cover, 
■It. tube, motor suit, new steel Eom back, acces 
£36.-31, Gt. Sutton St.. (Jlerkeuwell, E.G. 

!.■ Mot.T Cycle, m.o.v-, perfect condition through 
out, li.S.A. frame stand, and accessories; foi 
ate sale £8/10.— 23a, Greville Ed., Kilburn. 

; IBEE, 3ih.p., 2-speed and free, new tyres; £30, 
Exchange ror Duuglas, cash adjustment; seen 
ointment.— 19, Bromfclde Ed., Clapham, S. w. 

Chater-Lea, Eoc engine, new cylinder, new piston 
j 3S0h, Bruwn-Barlow, Michelius, fast, low j Bacrj- 
' X near offer.— 110, Wesfbourne Terrace, London. 
iOSAOOCHE. 1910- little u=ed. free engine 
hittle belt, footrests. cut-out, lump, horn, 30/ 
cycbmcter: £18.-151, Finehley Ed-, Hamp.stead 

.4-c5;l., absolute bargain, advertieed few week^ 
:o £20, will take £17; no offers: good condi 
rbughout, lamp, spares.— 35, Kathleen Ed., Bat 

m Want Bargains in second-hand motor cycles, 

u can get them at Wauchope's.- \\ auchope's, 

' Laue. Fleet St., London, E.G-, just off Lud- 

USDS and Wadden, Weybridge.— Immediate de 
■ery all best makes of motor cycles; ca^h. ex 
, or easy terms. The house for genuine bargains 

, Motor Cycle, high tension and battery igni 
Hion, quite independent. Palmer tyres and tube- 
Ei new; cash wanted- £12.-40, Alexandra Ed-' 

MPH, £23/10. new studded back and sound 
mt tyre. '08 model, splenuid condition ; altei 
[k. excent Friday— W., 71, Fox Lane, Palmer's 

late 1910, 7h.p-. 2-flpeed, Millford sidecar, ridder 
300 miles, car tyre on back wheel. Whittle belt 
■-, speedometer, spares: £50.— itoore, 244. Clan 
l, B.W. 

XH-GEADUA. 1911. 3lh.p., Cowey speedometer, 
ten, spare tyre, new belt, very powerful machine 
good condition; £38/10. bargain.— 23, Aberdeen 
ghbury, N. 

i.p. 'Brown, up to date, low, powerful, B- and B 
! carburetter, h.b.c. headlight, etc, also splendid 
conversion to sociable, tradesman's carrier, run 
tc; offers fb clear.— 91, Stanhope Gardens. Har- 



18, Hampstead Road, 

Tottenham Court Road, 


(only address). 

The Finest and most Central Showrooms in London. 
(Tubes, Warren Street Station. Trams and 'Buses 
pass the door). Writing and Reception Room, also 
Cloak Room, etc. Garage Terms, per week, 2/6 
per machine, 1/- extra if with sidecar. 

All Motor Cyclists Welcomed. 

Nye's Exchange Terms are most liberal. Exchange 

Forms free by return of post. A\any 1 91 2 machines 

in stock. 

Nye's Buy for Cash 

Good Mag^neto Motor Cycles, Accessories, Engines, 

etc. All goods must be sent carriage paid ; if 

accepted, cheque will be posted the same day. 

Always mention the price required. 

Nye's Sell for Cash or Exchange 

Motor Cycles, Engines, Accessories, both new and 
second-hand. Please call and inspect, we have 
many useful oddments which we do not advertise. 
There may "be exactly what you require. No 
. obligation to purchase. 

Nye's — The Nicest Firm in London to deal with. 
Book now for 1912 ZENITHS, 6 h.p., 4 h.p., from 
stock. DOUGLAS, Model H., from stock. CLYN03 
(April). MATCHLESS (6 weeks). HUMBERS, 
2-speed and lightweight (March). B.S.A. (March). 
F.N. (Stock). BUDGES (10 days). S.I.A.M.T.S. 
(stock). Etc.. etc. E.xcellent Exchanges. 

Guaranteed Second-hand Machines 

ready to ride away, 

19t 1 Douglas, almost as new £31 

1911 3i New Hudson, 3 speed, nearly new . . £45 
1911 F.E. Bradbury,nearly new condition .. £37 
1911 T.T. Rex, 3J h.p., nearly new condition £32 
1911 3J N.S.U., spring forks, do. do ,.£27 

1910 3i Triumph, grand order, first cheque . . £35 

1911 8 h.p. CJiater Lea, No. 7, 3 speeds, the 
sidecar machine de Luxe, only £60 

1907 Triumph, '08 cylinder, just overhauled. . £23 
1907 Triumph, splendid condition, just over- 
hauled £21 

1910 2\ 2\ p. F.N., splendid order £24 

1911 3 J Zcnith-Gradua, splendid order .... £43 

List on application. 


of all descriptions undertaken. Keenest 
prices in London. All work guaranteed. 

Nye's have many old parts in stock 
which often cannot be procured else- 
where. Send requirements or call. 


31.h.p. Fafnir-Chater-Irfa, Bosch magneto, very low, 
2 ruechaaioal valves, will iJuU sideLar,- ii3 new; bur- 
gain, £18. lowest-— Beecher, 10, Woodview Terrace, 
Ajcnway lid., N. 

3ih.p. Wolf, grey, low, 26in. wheels, B. and B., 
2 Hellesens, Prices, eparee. footboards; £10.— Con- 
fectioner, 114, Markhouse Rd., Walthamstow. 'Phone: 
481. Walthamstow. 

HUMBER Liphtweifrht. 2h.p., new May, 1911, per- 
feut running order, with ai-eeiisories : £25; owner 
buying eidecar machine-— C. Hutchison, Dove House, 
Hatch End. Middlesex- 

PEUGEOT, 1909. accumulator, Chater-Lea frame, B. 
and B. carburetter, handle control, tyres and belt 
learly new, in excellent running order; oflers- — Rad- 
journe, Harlow, Essex. 

INDIAN, 1910, 5h.p., green, 1911 clutch, faultless 
throughout, Rom, Palmer, spare? ; owner giving 
up; must sell; best offer over £25.— Rev. Horton, 21, 
Brjndesbury Park, N.W. 

3ih.p- Minerva, magneto, new Davison tank, gauges, 
2 Whmte. B B-, h.b-e., head lamp, all accessories, 
plendid oruer ; £16/10 : exchange magneto t^-in-— 20. 
liilkwood Rd-, Heme Hill. 

MOTOSACOCHE, lih.p., Obach. Clincher, Palmer, 
sprine forks, bought 3ih.p., consider exchange 
rood sidecar and motor accessories ; sell £8, cneap- — Lund- 
Vewell, South Park, Reigate. 

BRADBURY, 3h p., excellent condition, spring forks, 
new butted tubes. Palmer cord back, accessories, 
■spares; bargain, £15 cash.— Letters, E.W.S-, 48, Con- 
stance Rd., East Dulwich, S.E- 

MOTOSACOCHE. 1911. 2ih.p.. in excellent condition, 
free engine. Whitile belt, horn, lamp, full set tools 
and spares, and waterproof suit: bargain, £27/10.— W- 
Glee, Brentwood Rd.. Romford. 

BRADBURY 1912 models, Douglas 1912 models, 
Triumph 1912 inodels. Premier 1912 models; de- 
iveries now, from stock; cffers, exchanges entertained. 
-Walkers, Motor Depot. Harwich- 

WALKER'S Bargains— 1911 2-speed Douglas, as new, 
£35- 1911 twin M^to-Reve, as new, £22: 1909 
.win M{tto-Reve, £15; 1910 twin Res, £22; others froia 
£/; all guaranteed bargains; otters, exchanges enter- 
tained.— Walker's, Motor Depot, Harwich. 

CJih-p. M.M.C., Chator No. 6. Palmers, spring forks, 
1^2 £13: also 26x2i Continental, butt-ended, 8/-; 
'nito coupler, new. 10/-; Pulco head lamp, 10/-.— P. 
.Vright, 94. High St., West Norwood. 

I Qll 3ih.p. Lincoln Elk. Mabon" clutch, Parrar'a 
I-tf sidecar, the whole in perfect order and as new, 
est value on the market for £31/10.— A. White, Tennis 
Jourt, Hampton Court Palace, Middlesex. 

3ih.p. Tourist Model Triumph, purchased 1909, in 
2 magnificent order, complete stand, carrier, tools, 
orn, magneto cover, etc.; first otter over £26, bargain. 
-Triumph, 16, Belvp.dere Rd., Norwood, S.E. 

1Q11 Free Engine Triumph, lamp, horn, ppeetlometer, 
-»-«' tube, and belt uarrier. back carrier case, mud 
;bield, ppares. Palmer and Rich tube back, perfect 
irder; £45.— F- Gay, Eastbrook End, Romford. 

pREAT Bargain. ~6h:p- Cliater-Lea-Jap, 1908. a-o.i.v., 
Ur magneto, h.b.c, 24in- wheels, tyres, belt gocd. ju.«t 
■e-bushed, new piston'^, valves, rings by makers; too fast 
or owner; £27/10, offers.— Williams, Felstead, Et^sex. 

pHELON and Moore, 1910. in grand running order, 
L genuine bargain, £40, or with sidecar, £45, no 
ffers; also 3h.p, 1909 N.S.U., magneto, 1911 B. and 
,,. in splendid order. £13.— Eaton villa. Hopper's Ed-, 
Palmer's Green, N. 

rOTTENHAM. — 1912 models, definite deliveries; 
Bradburj's, 2-fpeed, T.T. and F.E. ; Hnmbers. 
glitweight twin, 3 speeds, S^h.p. 2-specd 3Jh.p. standard 
"rin-nphs, February ; early deliveries Matchless ; Bats ; 
md AC. Sociables delivery March; Clj;nos in stock; cash 
CT exchange- 

rOTTENHAM.— 1911 models; shop-soiled Triumph, 
standard model; 1911 Rudge-Whitworth, F-E. ; 
1911 Bradbury, 2-speed, F.E- : 1911 Bradbury, F.E. ; 
1911 Bradbury, standard model; what offers: 

rOTTENHAM.— Mota^accohe, 1910, just ovfrhauled 
by makers thoroughly; £24- 

rOTTENHAM.— Fafnir. 4ih-p-. Simplex, new engine 
and magneto. Whittle belt; £25- 

rOTTENHAM-— Twin Sarolea, 5b.p., Bcsch magneto, 
re-bored, re-bushed, and' new pistons fitted;' £20. 

rOTTENHAM— Twin N.S.U-, Whittle, B. magneto, 
low built, spring forks, Cbater-Lea sidecar; £27. 

rOTTENHAM-— Roc, 1910. 4h.p., 2-spced, and free 
engine. Whittle belt, spring forks; £36. 

rOTTENHAM.-Humber, 3ih.p., 1910, 2-speed, F-E • 
£35. • ■ 

rOTTENHAM— 1911 Humber, 2-speed, F.E. ; £38; 
nearly new-— Stamford Hill Motor Co., 128, High 
Rd., Tottenham- 'Phone: 1982 Tottenham. 

1Q12 New Hudson, Premier, Enfield. Bradbury, 
it/ Rover, Humber, and Triumph motor cvcles for 
-arly delivery; Matchless in 6 weeks from order; rash 
r easy terms; exchanges for any macbiue arranired, 
■est vai.'.e allowed; Chater-Lea Duo cars built tc order; 
peed gear conversions, overhauling, and repairing carried 
lut : all work guaranteed; moderate charges; c.-^timatea 
■'adly siven ; 10 years' motor cycle experience— Wallace 
Motor Cycle Co., 36, Clarence St., Kingston-on-Thamei. 

In answering these advertisements U is desirable to mention "The Motor Cyde. 


52 Advertisements, 

THE MOTOR CYCLE.— (Supplement xvi.) 


MaTCHLESS, 1911. 6-7h.p. twin J.A.P. free engine, 
2-3peed, purchased last July, complete with 
epeedomet^r, watch, all accessories; cost £80, sacrifice, 
50 guineas.— Koulledse Place Lane, Sealord, Suesex. 
'Phone : 54 Seatord. 

J.A.P., 6h.p. twin, liglitweight, speed, iron, splendid 
condition, autooiatic lubrication, special car- 
buretter, new belt, non-skid and Palmer cord; bargain, 
£25; inspection by appointment.— Apply, 153, PaUners- 
ton Rd., Bowes Park. 

RUDGE, T.T., 1911, fitted with large lacing tank, 
Eom combination on rear wheel, in excellent con- 
dition, and Hutchinson Extra practicaily untiL.iied on 
front wheel; £35; no ofiera.— C. Moss, 1. St. George'tj 
Mews, Primrose Hill. 

3Xh. p- Humbef, 1910f model, 2-speed gear, free engine, 
2 nandle starting, tyres unpuncturea, butt-end tubes 

and 2 spure. Garner whistle, excellent condition through- 
out, very carefully used, splendid sidecar machine; £30. 
—534, High E4„ Tottenham^ N. 

1 Q 1 1 3;hp. Bradbury. Cowey speedometer, magneto 
-i-«/ control on handle-bar, complete with hendligbt, 
ppire butt, belt, etc.. ipplendid condition, all accessories; 
£55; with Mabon clutch £2/10: sidecar to euit, £3-— 
S.B., Ivydene, IJukesthorpe Rd.. Sydenham, S.E- 

■|Q12 Racing T.T- Triumph, with dropped anij tonr- 
-I-*-' ing bars, lust delivereu. and in perlect conditioii, 
tyres unpunctured, ridden under 100 mile-s; too fast f ( r 
owner; £44/15: any trial or examination.— G. A. W 
Watts, 20, Mercers Rd., Tufnell Park, London. 

Somerset, Devon, Dorset, and Cornwall. 

DOUGLAS. 1915, all models; any date deliyery given, 
list post free.— Moflat. Yeovil. 

1 Q12 New Free Engine Triumph, 1911 Singer, S^h.p-, 
X •^ little used — Kimber, Curry Rivel, Somerset. 

BROWN, 1908, 3ih-p., 2-speed gear, Bofich magneto, 
h b.c, N.A.B. saddle-pillar, reliable machine; price 

£17.— Baker, Beaworthy. 

DAN GUY. Weymouth, sole a^ent for Bat, Triumph, 
Zenith. Dougia?, Bradbury motor cycles; early 
and definite dates for delivery. 

DAN GUY, Weymouth— 1910 Triumph, free clutch, 
speed jineter, and all accessories; £37/10. 

DAN GUT, Weymouth.— 1910 free clutch Triumph; 
DAN GUiT, Weymouth.— Motosacoche, accumulator, 
engine just overhauled; £10. 

DAN GUY, Weymouth— 1911 2-speed model E. Doug 
las, very little used; £38. 

DAN GUY, Weymouth.— 1910 2-ppeed Humber. splen 
uid condition, £33; 1912 BratiDury, 2-Bpeed gear, 

January 25TH, 191; 

in stOL'k. £55. 

yuaruntee<5 condition 

DAN GUY, Weymouth.-Model D. 1911 Doufjla^, 


any triaj or examination ; 

DAN GUT. Weymouth.— 1912 free clutch Triumph in 
stock; £55. 

DAN GUY. Weyraouth.-1912 Zenithe, 5-6h.p., £70/7 : 
3ih-p., £55/13 : both in stock. 

DAN GUY, Weymouth.— 1912 Bradbury, 2-speed geaF; 
£55 ; in stock- 
DaN GUY. Weymouth.— 1911 free eng-ine Rud^e- 
Whitworth, Lucas head lamp, and spared; £43. 

BRADBURY, 1912 model, delivery now; £48.-So]p 
iL'.- I' V icr Plviiionih di-;tri't, Devon*;hire'8, Tor- 
point, Cornwall. Several eecond-hand machines- 

3ih.p. Rex de Luxe. 1908-9. Roc clutch, handle slnrt- 
2 rm,', BcKch, 1911 U. and B.. cut-out, exhaust 
whistle, splendid running order; £16/16.— Hodgee, Elec- 
tricity Works, Dawlinli. 

TWO 1910J Triumphs, standard, one with Rom tyrw, 
new br-lt. lamp, and horn complete; other Pnimcr 
tord Ivre^ 1 spare, FR.S. lamp, bell, carrier, new belt;,, 
2 pplnidid mounts; £35 each; one 1911 Knflcld, 2Jli-p ,' 
2-i'peed. chain driven, new, ueare^'t £45 : free eujiiiic 
Triniiiiilii Kebniary and March. Bradburye ditto.— 38, 
Foro St., St, Austell. 



B.S.A-. 1911. like new, perfect in every respect; £40, 
or near affi-r.- Oran. Dingwall. 
TRinMI'H, 3ih.p., 1907, hren thoronj?TiIy ovcrhauJod : 
ol^er^.— J. W. Turves, Mi'lroHC. 
101^2 ^'-'i'- Triumph Roadster, for immediate' dtrlivi-ry 
J.*J — ChriKtio Jlrothcrt*. Jigonts and rcpaircrH, 8t. 

ABFRnKRN and District Agent for Irfvin liglitweight, 
Miitchlcftfl, Scott, and A.J-8., Gumming, 165, Hoi- 
burn Strcfft. 

31 h.p, Jtrown, 1910, fltandard model, jjcrfcct condition. 
a jn-t overhaulc'l : £29. or ncuroBt offer-- Hcndcr- 
rum, 58. I.cith St., KdiubnrKh. 

1Q11 Htandord Roadster Trlumnh, perfect condition. 
XJ/ Clindierrt, all arco-sMorlfM : trlald arranged; offers. 
— McLiiren, Tim Laurels, Kirkcaldy. 

>r,H.U., 31i.p., mugneto, B, and B. carburetter, foot 
I bofird"", cnwinc ./Vftrhnulcd, uuaiuntoedi photo; £16. 
— Wni., McFiidzean, Straiten, Ayrshire. 


Not quite, but nearly so, is the 
saving effected by the use of our 
speciality over your worn cover. 
In many cases the cover would 
be useless without the 


Fill your name and address in 
space below, cut out, and post 
to us, and we shall know you 
wantfuli particulars. Or, better 
still, enclose Postal Orders or 
cheque, 21/6, and start to save 
money right away. 


Address ■■ 

Size of old cover Make- 

BRITISH COLONIES— Extra for postage, 2/> 

London Address— 244, HIGH HOLBORN. 


Best Chrome 
Steel Studs 

liss 5% for cash 

with Older, in 


24, 26, 28, or 30 Ins. 

by IS, 2, 2|,or2i Ins. 


(Dcpt. YN), William SL, BIRMINOHAIVI. 




SOIjE Agent for Fifeshire for Douglas motors; 
delivery guaranteed. Triiunph, standard, and . 
models in stock-- Dall, Ladybank, Fife. 

IQll Free Engine 3ih.p. Triumph, perfect coiiii 
Xt/ everything practically as new; £45; trial b 
pointraent.— Boattie, 18, George St-, Annan- 

1 Q09i 4ih.p. F.N., magneto, footreets. h-b-c, h'v 
JiiJ skid tyres, new gear. Brooks pan seat, regi,^tr 
numbers, all in excellent condition; £21.— No. 9 
The Motor Cycle OfQces, Coventry. Deposit eysin 

IF You Want to Buy or want to sell a motor hi 
tricar, sidecar, or anything in connection 
j the motor trade, you should at once call at hi. 
■ one of the largest motor exchange places in ScoU. 
Dickie's Garage, 68, Rothweli Circus, Glasgow. 

ALEXANDER'S Motor Exchange, 272-274, , 
Wetitern Rd., Glasgow, agents for Indian, li 
I Bat, Eex, Rex-Jap, Trump, Royal Enfield. Willim 
iRclfe, S.I.A.M.T-, Levis 2-stroke, Norton, Lincoln 
iCanoelet sidecar: Scotland's largest motor cycle dv: 
'lists on aoplication. 

ALEXANDER'S Motor Exchange, 113 and 
Lothian Ed., Edinburgh —Agents for Ii 
Douglas, B.S.A., Zenith, Res, Trump, Rex-Jap, Pi 
M., Royal Enfield, Norton, Bradbuiv. Willin 
S-LA.M-T.. Levis 2-stroke, Rolfe, Lincoln Elk; ! 
exchange offers; over 100 motor cycles in stock; i 
land's motor cycle experts and largest dealers; eeii 

1 Q12 Motor Cycle Deliveries-- Zenith January, ] 
J-t7 Abingdon January. Calcott lightweight Jai 
Rover February, New Hudson February: sidecar 
I second-hand machines always 'in stock; exchange.^ , 
1 tained ; send for cataLgues.— Dundee Motor and J 
Co., Nethergate, Dundee- 

EDINBURGH.-Scotland's motor cycle expertsil' 
largest sellers. S^ e axe now bo. king ordeii 
11912 models; Indian, Uouglas, Zenith, B S-A., Pm 
;Rex, Rex-Jap. V. and M.. Lincoln Elk, N-S.U.. 
' Reve, Norton, James, 'Roc, Enfield, Trump, Brail 
Kerry, Williamson ; liberal exchange otfcrs and 
treatment-— Alexander's Motor Exchange, Lothiau j 


Ireland and Isle of Man. 

TRIUMPHS, 1912 models, immediate deliver 
Bradburys, Rovers. Rudges- — Higgin.s, 
Athenry, Ireland- 

1Q11 T.T. Trixmiph, that finished first siiii^'ld 
X. *J Tourist Trophy, special machine, largo I 
h.b.c. magneto, as new; £43,— Carvill, Trinity C 


"I Q 11 lOh.p. Bedeljfl, used for demonstration 
XJ/ trial or examination; £8S, or ofler-— Dan 
\\ eyinouth- 

3ih.p. Tricycle, Minerva, splendid condition, 
2 tionally silent; offers-- Amoe, Sara Vill;i, 
Rd.. Margate. 

FOR Sale, 8h.p. Morgan Runabout, lamps nii^ 
complete, in good condition ; owner buyin; 
Apply, 10, Hopton St., St. John's, Worce.^ter. 

F.N. 2ih.p. Tricycle, lato 1910. shaft drive, "-^ 
clutch, fast and reliable,- an ideal winter i 
easily ccuverted to biiycle ii' de^ired, gon.l 
■spares, etc, all in firsrt-class condition; rost (>\ 
take £30. — A-E., 2, Radcliflo Rd., Wiuchiutu 
London, N. 


MONOCAR, 8h-p., coach-built body, walr' 
Bnchet engine, 3 speeds, wind screen; £3G 
and puiticulars— Dr. Wilpoii, Louth. 

TANDEM Mouocar, torpedo body, driver froii 
6h.n, J.AP,. 2-t:pcr-£l. wind screi-u ; ouly 
seeing; £G3, — Miller, Brentwood, Brighousc. 

DUOCAR, nearly complete, new, 8h.p- twin ni* 
and magnet '. si-iittic dawb body, live a\: 
particulars; cash £40 or excliange inrtor cycle un , 
lar. Triumph preferred-— E- Ualstcr, Epworth, Uoil^ 

..,,. riittern 

ginc, wants tlnishimr. p.ninted Frcm-li grey, 


In aneivering these adveriiaemcnts it is dcsirahlc to mention 

5-61i.p. riittern Bcdelia Duocor, 2-npcrd, J.AJ 
ginc, wants flnishimr. p.ninted Frcm-li grey, 
wIiccIm, complete witli tyres; exchange cnlnlain*' 
Hbsnluto bargain. —Nicholls 4, Rustju Mcwh, " 


A.C. Trirnr, due eondit.ion. iiceessories, spin 
Kuiiieiia,-ll.. 1B9. Clive Eil.. West DuImn 
AO'TT. Owners should write Buss, Insuranre 
IHslmii's St.irtfnrd, for jiiirtienlurs of speeiull 
A.O. floeifilile, delivered July, in new eonditian,' 
and Bimros; best oBcrti.— Myere, Nevilles OrM' 

Ti/TONKY Needed.— Tricnr, 2 _«pceds.__eliui"s. wj 

Kent. Quadrant, free enjtno, 2 speeds, wheel nL 
liiieket seats; £15 — M., 44, Stanmoro Bo., ■' 

'The Motm- Cycle." 

Februabf 18T, 1912. 

Vol. 10. No. 462. Feb. 1st, 1912. 

Leaderette : This Years' T.T. Races _ _ _ ^ _ _ • 107 

TWO-STROKE ENGINES (Ulustrated) _______ 108-110 

A Ron on the Rollo „ „ _ _ „ _ 110 

Oeeasional Comments. By " Ixion " (Illustrated) Ill 

TO THE TYROL AND BACK ON MOTOR CYCLES. By W. Fawoett (Illustrated) 112-114 

The Nominal Horse-power of Motor Cycles 114 

Questions and Replies (Illustrated) .. _ _ ^ „ „ „ 115-116 

Letters to the Editor (riustrated) ___«___ 117-119 

Current Chat (Riustrated) .^ _______ 12^-121 

More New American M^d^ls ..______.. 12;:-i23 

Herts County Quarterly Trial .. _ _ 123 

Test Hill for Metropolitan Riders _ „ 124 

Sutton Coldflsid A.C. Open Trial — A.C.U. One Day Trial— Regulations .. „ 125 

Tools and Spares — Variable Gears and Motor Cycles „ 126-127 

Club News .. „ .. .. „ „ „ 128-129 


Cost of Runnin? (Illustrated) .. .. .. _ 131 

Patents. Sparklets (Illustrated) .. ^ 132 

Subscription Rates : Home, 6s. 6d. ; Canada, 8s. 8d. ; Foreign, 13s. per annum. 

Agents (or Aostratta ; Gordon and Gotch, London, Melbourne, Sydney, Brisbane, Perth, Hobart, 
l^oncestoD, Wellington, Christchurch, Auckland, etc. South Africa : Central Newsagency, Ltd. 

This Year's Tourist Trophy Races. 

PERMISSION has been granted by the Tynwald 
Court to hold the great road races of the year in 
the Isle of Man, and we are glad to chronicle the 
news, as the island has always given us a hearty 
welcome and its roads offer a far better test for 
motor cycles than those of Northern France. In the 
telegram announcing the Tynwald Court's decision 
certain conditions are put forward, among them that 
steps will "be taken to prevent competitors annoying 
people. This, we are sorry to say, is quite justified after 
what occurred last year, and we can only hope that the 
conduct of all concerned this year will be such that we 
shall have no occasion to refer again to the question 
of behaviour. The next condition is that silencers 
will be necessary and expected. This need not worry 
the authorities unduly. The A.C.U. has taken up a 
firm attitude in this direction, and in the T.T. and 
other events held during the year silent machines will 
be a necessity. Entrants and riders of noisy machines 
will be penalised by the judges. The third condition 
states that the course will be the old one — St. John's, 
Ballacraine, Kirk Michael, Peel, and back to St. 
John's. ■ It is difficult to realise why the old course 
should be recommended, if such be really the case, as 
the mountain road course proved to be so immeasurably 
superior last year. As a test it was unrivalled, and both 
machines and riders were hard put to it. Will the 
splendid trial imposed upon change-speed gears be so 
easily forgotten? We think not. These most desirable 
devices proved their worth on this occasion to the 
whole motor cycle pubHc with a rapidity and in a 
manner that could not othenvise have been attained. 
Most competitors were, through the severity of the 

course, compelled to fit them, and with a result that is 
now well known. 

Although the race \vill be run this year without the 
support of the majority of the trade a good entry will 
probably be received, and if this be the case the short 
course will be overcrowded, and rendered more 
dangerous than the long one. It has comers enough 
in it in all conscience, and should bunching take place 
the danger would be very marked. 

During the discussion as to whether or not the Tyn- 
wald Court would grant permission for the race to be 
held, we learn that a letter was read from the Manu- 
facturers' Union urging the Tynwald Court to refuse 
pemiission for reasons which those members of the 
court who were in favour of holding the races are said 
to have described as " absolutely absurd, and which 
were easily answered." We have the highest respect 
for the Manufacturers' Union, but we certainly think 
that as practically all the members interested in the 
race have signed a bond not to compete in a T.T. 
Race ill the Isle of Man they might have reasonably 
left the application of the A.C.U. to take its natural 
course without endeavouring to influence the Island 
authorities into a refusal.. It, is not too late for 
the bond signatories to change their . minds, and if 
they do decide on such a unanimous action we are 
sure our readers would praise them. If they do not, 
a race between private owners will make a most sport- 
ing contest of the T.T. Race, and we urge them to 
begin sending in their entries at once. If the A.C.U. 
decide to make the races invitation events this year 
we do not see that it would detract from the number 
of entries, and their control of the competition would 
thereby be materially strengthened. 



FEBRUARY ist, 1912. 

ALTHOUGH the four-stroke engine 
for motor cycle work has a great 
numerical preponderance over the 
two-stroke, there is not the 
slightest doubt that the latter type of 
engine is winning its way to favour, which 
it may easily lay claim to by reason of its 
many advantages. It must not be for- 
gotten, however, that there are dis- 
advantages inherently conrected with the 
two-stroke principle, and it is the intention 
of this article to discuss these engines from 
both points of view. 

First of all, however, it is necessary to 
point out that the name " two-cycle " 
engine is a misnomer, both two-stroke and 
four-stroke engines working upon the Otto 
cycle of four operatior.s, viz., suction, com- 
pression, expansion, and exhaustion. 
Hence, both are four-cycle ergines, one 
carrying out the cycle of operations with 
four strokes of the piston, and the other 
with two strokes. 

Two-stroke ergines may be divided into 
two classes. First, those which make use 
of the space both above and below tho 
piston, and employ, therefore, a crank 
chamber compression ; secondly, those in 
which a separate cylinder is employed to 
perform the office of a pump. Examples of 
both types were shown at Olympia, the 
Scott, the Levis, and the Stuart coming 
into the first category, and the Wooler into 
the second. In this last case a single 
double-ended piston is employed both for 
power and for pumping, but the effect is 
exactly the same as if a separate piston 
and cylinder were employed for tliis 
secondary purpose, as in the case of the old 
Bichrone motor cycle engine, and Lamplugh 
and Dolphin engines which have been used 
on cars. Two-stroke motors belonging to 
the first type may be again sub-divided 
into two further classes, viz., those in 
which the piston performs all valvular 
offices, and second, those in which addi- 
tional valves are employed. 

The Engines Clas<:ified. 

The two-stroke engines at Olympia could 
be therefore grouped as follows : 

Type I. — With crank chamber com- 

A, without valves, Scott and Levis. 

B, with valves. Stuart. 
Type II. — Pump compression. 
The Wooler. 

Another mode of classifying the first 
group would be to describe the Scott and 
the Levis a.s engines of the three-port 
type, whilst the Stuart is one of the two- 
Jjort tyiK'. and .so also is the Wooler. 

Although the arrangement of the ports 
ill the Wooler and Scott is not the same, 
liio [jrinciple in both these engines is 
identical, and a single description will, 
therefore, serve for both. 

lieforo proceeding to this, however, it 
will be auviaable to consider the cKKPntial 

differences between four-stroke and two- 
stroke engines. The advantages of the 
latter are as follows : 

I.— Superiority of torque, the torque of a 
two-stroke engine being twice as good as 
that of a four-stroke engine with the same 
number of cylinders. 

II. — Silence. A two-stroke ergine need 
not have any other valve except the piston, 
and therefore noisy tappets and their gear 
are dene away with. 

III. — Ease and cheapness of manufac- 
ture, which follow upon the use of an 
engine with practically only tliree moving 
parts, viz., crankshalt, connecting rod and 

On the other side of the picture the dis- 
advantages are as follow : 

I. — Decrease of efficiency owing to the 
difficulty of obtaining a cylinder really full 
of explosive gas. 

II. — Inflexibility, since it a crank 
chamber compression be used the suction 
upon the carburetter when the engine is 
running at low speeds is very slight, and 
the likelihood of leakage is enhanced. 

III. — Difficulty of keeping the piston 
thoroughly gast'ight. This part acts not 

The Piston as a Valve. 

Of the disadvantages only the third 
requires anything in the nature of an 
explanation. It will readily be understood 
that the piston cannot serve its two pur- 
poses equally well. As a valve it is essen- 
tial that it be an absolutely tight fit in tho 
cylinder, whilst if it were made so it would 
not be long before it would refuse to work 
under these conditions as a piston. A 
compromise has therefore to be struck, but 
help in this matter is obtained from a 
source which scarcely enters. into the con- 
sideration of four-stroke engines, viz., the 
lateral thrust of the piston ujon the cylin- 
der walls. Looking sideways at a clock- 
wise running engine (as in fig. 2), it will be 
realised that owing to the obliquity of the 
connecting rod, the piston on its ]xiwer 
stroke exercises a thrust upon the rear 
wall of the cylinder. Whilst on the com- 
pression stroke the thrust is against the 
opposite wall. At no time during the 
stroke, however, is there any tlu'ust on the 
sides of the cylinder walls, but only in 
front and behind. Since a certain degree 
of slackness in the piston is a paramount 
necessity, only by one means can its ill 
effects be remedied, viz., by so placing the 
valve ports that the side 
thrust of the piston ensmres 
its covering them with as 
nearly as possible a gas- 
tight fit. Even if this be 
done, however, it will be 
realised that if this thrust 
be making the piston tight 
over one port it is making 
it slack over the other and 
vice versa. Any ill result 
from this cause, however, 
can be minimised by plac- 
ing tlie inlet port on the 
back side of the cylinder, 
and the exhaust port on 
the front, as in this way 
any blow back to the inlet 
pipe is entirely prevented, 
whilst such leakage as 
there may be simply allows 
the gas to percolate 
through to the exhaust 
where it can do no harm. 

FIG.4 Fie.5 

Diagrams ot the Scott two-stroke engine showing the 

only as a piston, but as a valve, and slack- 
ness therefore makes its ill elfecls felt in 
two different ways. Hence in a two-stroke 
engine it may be rcekoned that a given 
degree of slackness in tho piston will cause 
at least double the loss of power that it 
would do in a four-stroke. 

IV. — Difliculty of preventing tho plug 
points being burned away, .since thoio is no 
idle stroke during whicfi they are coolc.l. 




Inasmuch as with uni- 
form and efficient cooling 
slackness between the 
piston and the cylinder 
walls is produced with less rapidity and 
to a less griovous extent than if tho 
cooling be not uniform, the best lesults 
BO far as life and maintenance of power 
are concerned are obtained with water- 
icooled two-stroke engines, and this to an 
extent much more marked than in the 
c;iso of foiir-sli'oko engines. 

'I'hc acconipiinying di.igrani.s show the 
working of the Scutt and I^evis engines, 

FEBRUARY ist, igi2. 

Two-stroke Engines. — 

the sections being diagrammaticnlly those 
of a single Scott cylinder, wbicb, how- 
ever, ditfers in two important points from 
that of the Levis, in wliich the inlet port 
between the crank chamber and the car- 
buretter is placed on the side of the cylin- 
der instead of at the back, and that the 
cylinder of the Levis is not offset. The 
reference letters are : 

A — Inlet pipe connecting crank chamber 
to carburetter. 

B — Transfer port (shown larger than 
actual size) connecting crank chamber and 

C — Exhaust port registering with 
piston at the end of its stroke. 

In fig. 1 the piston is at the top of its 
stroke, and explosion of the mixture 
above it has taken place, and is about to 
commence the power stroke. The crank 
chamber is also full of explosive mixture, 
having received a charge in a manner to 
be explained. The port at the top of 
the transfer passage is closed, and like- 
wise is the. exhaust port. The inlet port 
is open and the pressure inside the crank 
chamber is tliexefore atmospheric. 

In fig. 2 the piston has descended 
through one-third of its power stroke, 
and the exploded gases are expanding 
above it. Its Srst act is to close tlie inlet 
port, and compression in the crank 
chamber now btgins to take place, botli 
crank chamber ports being closed. It will 
be realised that the volumetric capacity 
of the crank chamber is at its greatest 
when the piston is at the top of its stroke, 
and at its least when the piston is at 
the bottom of its stroke. 

In fig. 3 the piston has descended 
throngh another third of its stroke. The 
transfer passage 
port and crank 
chamber inlet 
port are still both 
closed, but the 
exhaust port is 
commencing to 
open. Its own 
expansion causes 
at this point the 
major portion of 
the exploded 

gases to exhaust 

A further stage 
of one-third of a 
stroke is sliown 
at fig. 4, which 
represents the 
piston at the 
bottom of its . 
travel. The ex- 
haust port is now 
fully open, and a connection is established 
between the crank chamber and the cvlin- 
der by means of the transfer passage port 
laviiigbeen opened by the piston. The rases 
which, in the two previous diagrams, nave 
been compressed in the crank chamber are 
now forced through this passage, and 
strike the deflector at the top of the 
piston, which throws them upwards and 
enables them to force out what is left of 
the exploded charge through the exhaust 
port. Tlie inlet port of the crank chamber 
is closed. 

In the next stage, iig. 5, the piston 
is shown half-way on the up-stroke, when 
it is ir. the act of compressing the 
gases in the cylinder. 

. 7. — Diagram of the 
Levis engine. 

Since the piston is rising a negative 
pressure is being created in the crank 
chamber, and as the ports of the latter 
are entirely closed this pressure gets lov.-er 
and lower as the piston ascends, until it 
arrives at the point shown in fig. 5, 
which represents the engine a few degrees 
before the top of the stroke. The inlet 
port is now suddenly opened by the 
bottom edge of ?lie piston and gas accord- 
ingly rushes into the crank chamber from 
the carburetter. In the top of the cylinder 
the gases are compifessed ready to be 

The principle of getting a considerable 
negative pressure in the ciank chamber 
before allowing a flow of gas from the 
carburetter thereto is very desirable, since 
it makes the speed of the air past the 
jet very much higher and therefore better 
for carburation pui-poses Uian if on the 
crank chamber suction stroke the crank 
chamber were connected to the car- 
buretter the whole time. 

Special Scott Features. 

The foUowmg mechanical details of the 
Scott engine deserve particular attention. 
In the matter of rings, the top of the 
piston is provided with the usual stiff 
ones common to all t\']ies of explosion 
engines, whilst at the bottom of its trunk 
it has a fourth ring the spring of which 
is quite light. The function of this ring 
is simply to prevent the leakage of gas 
between the piston and the cylinder 
walls, as for instance in fig. 2. Here the 
gases in the crank chamber are being 
compressed whilst the piston is being 
driven downvrards by the force of the 
exploded gas above it. The side thrust 
of the piston is, therefore, on the left-hand 
wall of the cylinder, which means that 
while the inlet and transfer ports are 
totally closed any slack of the piston itself 
is all on the side which is intended to 
close the exhaust valve, hence unless 
there were a bottom ring the comjiressed 
gases in the crank chamber might easily 
escape into the exhaust port. 

The next point is tlie exceedingly neat 
metallic packing which is used on tlie 
main crankshaft bearings in order to keep 
the crank chamber com pu'ession -tight. 
Briefly described, this packing consists of 
two hardened steel discs held together by 
a spring. The lubrication system includes 
an ingenions pump which is incorporated 
in this packing gland, but this w?s ful!v 
described in the issue of Tlic Mofur Cyh- 
of December 21st. 

In order to effect a release of the com- 
pression for easy starting, the Scott 
engine is fitted with a small mushroom 
valve. This is let into the cylinder wall 
immediately above tiie e«haust port. 
There is a very good r&ison for this posi- 
tion, which may seem to some otherwis^e 
inexplicable, namely, that here the valve 
(which is at best only occasionally used) 
is protected from the full force and initi:,! 
heat of the explosion. 

The Levis. 

Diagrammatically, any of the previous 
figures 1 to 6 might be -used to show 
the arrangement of the Levis, but as the 

Eorts are differently placed, the inlet port 
eing at the side of the engine instead 
of at the back, a separate sketch, fig. 7, 
is given. In this it will be seen that the 
transfer port is cast in the lower part of 
the cylinder itself and runs parallel with- 


its bore. It is accordingly opened wlien 
the piston is approacliing the bottom of its 
stroke. The negative pressure developed 
in the crank chamber induces a rapid rush 
of air from the carburetter, the same as 
in tlie ca.e of the Scott. The engine is 
air-cooled, and has a compression release 
yalve_ sit;' .ed in the cylinder head,' where 
it is kept closed by a spring and operated 
from the handle»bar by a Bowden wire. 
One of the most interesting featAires of 
the Levis engine is that, owing to the 
ingenious system of lubrication, the crank 
chamber is kept free from oil, and ac- 
cordingly the gas passed through the 
transfer port is as pure as possible. As 
indicated in the sketch, the crank 
chamber where it abuts against the ■base 
of the cylinder is furnished with a groove 
into which the bottom of tlie piston wall 
dips at the end of every stroke. Oil is 
fed to a port cast in the side of the 
c.vlinder, which port is levej witJi tlie 
gudgeon pin at the bottom of the piston 
stroke. The gudgeon pin is hollow, and 
hence not only does the oil flow right 
through it to the further cylinder wall, 
but it also, in passing, lubricates tlie 
gudgeon pin bearings by means of trans- 
verse holes. Any excess of oil on the 
cylinder walls drips down into the afore- 
mentioned groove, whence it is conveyed 
to the mam bearings through internal 
ducts. In consequence, the crankshaft 
bearings are thoroughly well lubricated, 
which, in conjunction with their great 
length, dispenses witli packing. The 
crankshaft is hollow, and oil contained 
tlierein is thrown to the big end bear- 
ing through its internal ducts by centri- 
fugal force. 

-As in the Scott, the piston is furnished 
with a ring at its base. 

The Stuart. 

We now come to two-stroke engines 
of the two-port type, of which the first 
example is the 
Stuart. The man- 
ner in which this 
engine is arranged 
is shown m fig. 8. 
There are two 
ports, viz., B, the 
exhaust, and A 
the inlet connected 
with the crank 
chamber through 
tile transfer port. 
In the sketch the 
piston is shown 
at- the bottom of 
the stroke, at 
wliich point the 
gases compressed 
in the crank cham- 
ber pass up\\-ard 
through the trans- 
fer port, stiihe the deflector at the top of 
the piston, and, in descending, hurry the 
exhaust gases out at the opposite side. 
jVfter this, compression of the gases above 
the piston takes place in the ' usual 
manner, whilst, as sooa as the piston 
covers ports X and B, the crank chamber, 
which, now has a partial vacuum forming 
in it by the ascent of the piston, is placed 
in direct communication with the carbu- 
retter, which is connected to pipe C. Be- 
tween this pipe and the crank chamber 
is a non-return automatic inlet valve 
which, on the descent of the piston on 
the power stroke, allows tlie gases in the 


Fig. 8.— Tlie Stuart 
twc-port engine. 


FEBRUARY ist. igi2 

Two-stroke Engines. — 

crank chamber to be compressed i'Sady 
to be injected into the cylinder the 
moment the top of the piston uncovers 
the port B. This inlet valve is adjustable 
as to the length of its stroke, and is 
carried in a quickly detachable cage. 

It will be seen from the design of the 
engine that the thrust pressure of the 
piston upon the cylinder walls is made 
of the utmost possible use, the only 
theoretical disadvantage being the employ- 
ment of an automatic valve. The design 
of all engines is, and always has been. 
a compromise, and whilst the use of a 
valve has its disadvantages, as we shall . 
show, nevertheless it has counteracting 
benefits. It is not to be denied, however, 
that a two-stroke engine containing valves 
is not, and never can be, suitable for 
very high speeds. On the other hand, the 
Stuart engine has been designed as a 
touring machine and not a racer. ' It 
therefore feels the disadvantageous effect 
of having a valve much less than if it 
were intended to be driven at liigh speed. 

Disadvantages of Automatic 


Assuming that the engine is run at the 
rate of 2,003 revolutions per minute, and 
that the opening and closing of the inlet 
valve is accomplished within the range 
of two-thirds of the piston stro'ce (as a 
matter of fact it is probably slig'htly less), 
this means that the valve has to open, let 
gas through, and close, within a period 
of approximately one-hundredth of a 
second. At very high speeds, therefore, 
it is clear that some attenuation of the 
inlet gases is unavoidable. 

As shown in the sketch tlie compression 
release valve is fitted at the side of the 
cylinder head, the gas allowed to pass 
through it being directed into the exhaust 
pipe through a small subsidiary tube. 

in order to provide against ti;e risk of 
a back-fire oocun-ing in the crank chamber, 
to which a two-stroke engine of the crank 
case compression ty|3e is subject when 
Bupplied with too weak a mixture, a 
special release valve is fitted on the crank 
chamber to allow any great excess of 
pressure to be released. A second valve 
is attached to the crank chamber and con- 
sists of a non-return one, by means of 
which positive pressure is directed to an 
oil tank and forces the lubricant through 
an adjustable sight feed on the top tube, 
to a port let into the bdck cylinder wall 
BO as to keep the sides of the piston 
thoroughly lubricated. 

The Wooler. 

Fig. 9 shows the diagrammatical 
arrangement of the Wooler engine, which 
is of a upique type, possessing many 
points of interest. The cylinder is 
double-ended, as is also the piston, the 

fig. 9. — Diagram of a novel two-slrol(e engine. 

end . A being the working explosion 
cylinder, whilst B is a pump. For this 
purpose it is_ necessary to carry connect- 
ing rods outside of the cylinder, and 
they are an-anged in plain foi:m, as 
shown in fig. 10, which indicates how 
two slots are cut in the slides of the 
horizontal cylinder walls in order to 
allow the gudgeon pin bearing to pass. 
It will be remembered that a somewhat 
similar device was used in the two-stroke 
engine of the Wall Auto-wheel. The 
piston is to all intents and purposes a 
hollow cylinder closed at each end, one 
of the notable points in connection with 
the Wooler engine being that the gudgeon 
pin IS fixed to the connecting rods and 
turns in the piston, which is specially 
bushed for this purpose. The ends of 
the pistons have no baffle-plates, and are 
provided with no less than seven rings — 
four at the explosion end and three at 
the other. The mndus opernmli is very 
simple, and requires no explanation at 
all. if the pump cylinder be regarded as 
the crank case of the previous diagrams. 




Fij. 10. — Arrangement of connecting rods on the 
Wooler engine. 

There is, however, one important 
difference between (he Wooler engine 
and the others already described, namely, 
that in this case there are two automatic 
valves — one is placed in the cylinder 
head and is a real inlet valve, the other 
is situated at a branch of the transfer 
pipe and carburetter and merely per- 
forms the function of a cut-off valve. The 
exhaust port is oast with the cylirder 
at the bottom of the piston's working 


A VISIT to the Rollo works at Cony- 
liere Street, IJirmirgliam, proved 
a revelation in the manufacture of 
quadcars. We found tliem small 
but cxtreiiitly well equipped works, which, 
by reason ot their system of jigs and tlio 
up-to-date lines on vvliicli they are run, are 
capable of producing as many as ten 
inacliines per week. 

For a detailed description of the Hollo 
tjuadoar wc refer our le.ideis to Thii Mnfnr 
Ci/rle of November 30th, page 1316. 
Changes of gear ratio aie etl'ected by 
mcarm of expanding pulleys, the belt 
slack being taken up by a movement ot the 


rear axle. These two operations are 
synchronised in a simple and ingenious 
way. and are brought about by the move- 
ment of a single lever. An unusual feature 
for this type of geai' is that by merely de- 
pressing a pedal a free engine position ciin 
be obtained without alleriiig the gear, the 
depression of the pedal teni])orarily discon- 
necting the rciir .-'xle sliding nintiiin and 
expanding tlie pulleys to their full extent. 
A sliort run convinced us tliat the 
machine is very practical, and handy in 
traffic. The tandem Imdy is well sus- 
pended, and, in spite of the fearful state ot 
the roada we traversed, we suffered from 

stroke. When the piston is moving from 
left to right, as shown by an arrow in 
the diagram, a negative pressure is 
created in the pump cylinder. The check 
valve D accordingly opens, thus allowing 
the suction to have effect upon the carbu- 
retter, and accordingly the pump cylinder 
is filled with explosive gas. 

On the return stroke — that is to say, 
when the piston is moving from right 
to left — this gas is forced from the pump 
cylinder into the transfer pipe, where 
its pressure immediately causes the 
valve D to close. The pump pressure is 
accordingly accumulated in the transfer 
pipe until, the piston having, uncovered 
the exhaust port, the explosion pressure 
is' reduced in the firing cylinder suffi- 
ciently to allow the pressure in the 
transfer pipe to open the inlet valve C. 
The fresh gases rushing in, scavenge the 
cylinder by helping to force the exhaust 
gases through their port, and incidentally 
cooling and cleaning the sparking plug 
points, which are wisely placed imme- 
diately m the stream of cool fresh gas. 

_The complete cycle of operations takes, 
of course, only two strokes, since on 
the one there is induction of gas in the 
pump and compression of gas in the 
working cylinder, and on the other 
exhaustion of gas from the pump and 
explosion of gas in the working cylinder. 

It will be at once realised that there 
is one great advantage of the Wooler 
engine and one great disadvantage. To 
ti ke the latter first, it con?ists, as 
explained in the case of the Stuart, of 
the difficulty which two automatic 
valves have of acting adequately in the 
very short space of time allowed them. 

On the other hand, vrithout introduc- 
ing any additional working parts, crank 
chamber compression is done away with 
in favour of a piston pump in which, ot 
course, the clearances are much less and 
whose efficiency, both as an inducer and 
a supplier of gas to the cylinder, is 
accordingly much better than the more 
usual crank chamber arrangement. 

Both of these points are of very great 
importance — indeed the whole future of 
this engine depends, one may say, upon 
whether the value of the pump can be 
made to counteract the effect of the 
automatic inlet valves. It may, however, 
with no injustice be pointed out that 
incidentally a second disadvantage is 
introduced by the number of additional 
working parts ard the consequent manu- 
facturing . difficulties and costs which 
these two valves introduce. 


no unplea.TOiit jars. The engine pulls well, 
and when travelling the vibration ia 
scarcely noticeable. We niade a standing 
start on a gradient of about 1 in 15, with 
the road covered in snow and slush. The 
engine took up the load smoothly and 
ca.sily, and seemed to have plenty ■.)t power 
in hand. 

The new 3jr h.p. Swift is, we nndcr- 
st.lnd, receiving a hearty welcome at the 
hands of the public. I he Swift Cycle Co. 
is in the haiipy position of being able to 
guarantee an early delivery of this popular 

tEBRUARY ist, igi2. 



It would be interesting to hear whether any users 
are having trouble with a common type of foot starter, 
on' which the starting chain is out of line in one posi- 
tion or the other. We do not want to import another 
uncovered free wheel clutch, just when tliat tiresome 
fitting has been eliminated from the back spindle, and 
as a consequence many kick-starters are freed by slid- 
ing one of the sprockets laterally, i.e., putting it out 
of truth ; the shortness of .the chain accentuates this 
lack of alignment. On most devices of the kind the 
alignment is true when the starter is being used, and 
out of truth when the starter is freed. This should 
not matter appreciably, -provided the sprockets are 
lined up gently, before the sudden starting shove is 
given. But I noticed more than one device at 
Olympia which threw the jerk on the chain in its out- 
of-truth position, and considering the short centres, 
I expect these devices will be aggravating in use. 

The best starting device I ever used was a strap 
starter on a 1902 quadricycle. As delivered, the 
strap was loose and normally carried in my pocket. 
A hole in the strap was hitched over a peg on a drum 
keyed to the gear spindle, the strap was wound round 
the drum, and then "pulled off"; before long we 
modified the device by attaching the strap perma- 
nently, abiding a spring winder and a clutch to free 
the drum, after which the starter proved delightful ; 
even a backfire could cause no trouble. - A similar 
device, but very much improved, might be adapted 
to a motor bicycle, the strap ending in a stirrup rest- 
ing in a stop on the right hand side of the machine 
at about the height of the tank bottom. 

Rear Fork Adjusters. 

A reader has sent me specifications for a patent 
covering a verj' simple form of adjuster, designed to 
set the rear wheel at varj-ing distances from the engine, 
the adjustment allowing a range of two inches move- 
ment, without rendering the back wheel more diffi- 
cult to detach. His idea is that such a device should 
be immensely serviceable on single-geared pedalless' 
machines whenever the belt slips. 

He points out that when a belt slips on such 
machines the rider chooses between (a) screwing up 
his engine pulley, which gives a higher gear ratio than 
is desired, and (b) cutting the belt, a messy and 
fiddling job. 

There are two objections to his solution. The first 
is that the addition of his, fitment will cost the manu- 
facturer money for w^hich there wdll be no adequate 
return; these detail refinements please the fastidious 
customer, but they seldom influence his choice of a 
machine, and the appeal they make is not sufficiently 
strong to justify increased prices; the other defect is 
that the'periodic shortening of a belt, first at one end 
and then at the other, lessens the danger of a fastener 
screw pulling through. I doubt whether such a 
derice can become commercially remunerative! 

A Free Engine Refinement. 

One or two of the latest free engine patents make 
allow^ance for rigid locking of the ciutcli, in the event 
of the friction surfaces being too small or becoming 
so slippery that the clutch fails to hold under a heavy 
load. I doubt whether this refinement, possesses a 
future. If the contact areas of a clutch lose their 
efficient surface, it is usually possible to adjust the 
springs so that a driving grip is maintained ; if they 
he too small it is surely a fault in design. Many 
years have elapsed since I was stranded with a per- 
manently slipping clutch on a motor cycle. 

Starting in Deep Sno'w. 

The recent snowfall in the Midlands and North 
illuminated some of the difficulties of riding a motor 
bicycle with nearly a foot of snow on the ground. 
Once started, it was by no means impossible to make 
progress, for the soft featheiy snow ottered no very 
serious resistance to the passage of the machine, and 
if it was a trifle skidsome, its lightness presented no 
such difficulties as deep sand may do. 

The real bother was to get started. It was diffi- 
cult to push off a T.T. mount at sufficient speed to 
get the engine going, and when the engine fired there 
was ahvays an e.xciting moment 'when the rider was 
poised between road and saddle — feet slipping and 
machine swerving during the second occupied in 
mounting. Tke free-engined men were little better 
off, for the back wheel spun round furiously in the 
snow when the load was applied. 

In level districts the lightweights scored, because 
they were handier to start but t.ipy had not sufficient 
power to plough up gradients through the deep wet 
snow. In hilly neighbourhoods several riders with 
handlebar-controlled clutches report successful runs; 
they contrived to get mider way by starting the 
e'ngine, and gradually letting in the clutch by hand 
as they walked briskly alongside the mach-ine. But 
en>phatically the sidecar and quadcar men had the 
easiest time. 

bur artist's idea of a stream-line body fl(ted.'to a three-wlieeleJ runabout. 



FEBRUARY ist, 1912. 


y- WJa^cett 



In plain language, the surface of the Simplon pass 
is a disgrace — bumpy, loose, unrolled stones, and 
although the road rises just under 6,000 feet in twenty- 
four miles, this gives very little idea of the steepness, 
as there are several bits of level and some actually 

Soon after leaving Gondo we entered the famous 
Gorge of that name, and the rocks tower over ones 
head on either side to a height of 2,000 feet. Shortly 
afterwards the Tressinone waterfall dashes down on 
the right hand and dives under the road, the spray 
blowing in your face. Almost before it is out of your 
eyes you enter a long tunnel having a bend in it, and 
the up grade on a greasy surface makes the fun furious 
while it lasts. 

A few miles more of this bumpy road and 1 was 
pulled up, first with misfiring, due to a particle of 
metal across the plug points, and then again by a 
tumble on some unrolled stones. Once at the top we 
had coffee and rolls and a look at the Hospice, as -we 
had plenty of time to spare. 

All around the view is magnificent. The gigantic 
Jungfrau, Nesthorn, and other peaks, with their snow- 
clad summits, make an ideal picture, whilst the 
Aletsch Glacier, which, 1 believe, is the largest ice- 
field in the Alps, must not be forgotten. 

A little further on we both took our belts off and 
free-wheeled for miles. We soon came to an avalanche 
tunnel or two, one in particular where a mountain 
torrent dashes over the roof and makes the road sur- 
face treacherous, for the water leaks through. The 
road was washed iiway in places, and one could plainly 
see where floods nail recently swept all before them. 

Svkriss Motorphobia. 

Again were we I'orcibly reminded of the Swiss anti- 
motorist feeling, for, too late, I saw some broken glass, 
business end upwards, carefully placed all across the 
road. Hastily pulting up my hand I was too late to 
stop Billy, and a little time was spent in removing the 
glass and^ examining cm- tyres, which fortunately 
seemed none the worse. 

Brigiie was reached at last, aiid after the examination 
of our permits, to see we had not done the twenty-four 
miles under four hours, we were permitted to continue 
our way, but before doing so we made a point of re- 
porting the glass incident. 

Filling up with ])etrol af liriguc, wc soon found the 
road ini])roving, and we set off at a fair pjace to make 
up for those six miles zn hour. A practically straighl 
road with the Rhone for eompany through Visp, Sicrre, 
Sion, Martigny-Ville, then to the right and straight on 
again through St. Maurice, and we were asking for 



from page 8S.) 

St. Gingolph, our destination for the day, but it only 

brought an uplifting of the e_\ebrow. Trying another 
person we Were greeted with a blank stare. This was 
getting beyond a joke. Each time I pronounced it 
chfferently, so I decided to give the ladies a chance, 
but they actually ran, in desperation. I tried an old 
man in a doorway, and gave him all the variations of 
pronunciation I was capable of and waited. A smile 
came over his face, and he said, "Ah! Sangangolf ! " 
all in one breath. Yes! just like that, " Sangangolf." 
At last we arrived at St. Gingolph, which is at one end 
of Lake Geneva. 

We put up at the Hotel Terminus after a run of 
116 miles, and foimd it the cheapest little hotel we 
stayed at, whilst the food and, Billy said, the wine 
wers excellent. 

Nffi«t morning I awoke to hear the rattle of open 
exhausts, and, rushing to the window, I saw about a 
dozen push cyclists stripped for the fray, with a car 
following bearing the official banner, whilst half a 
doza.« motor cyclists rattled along in the rear. For 
hours we watched the race ; it seemed to be a push 
aycle T.T., and many a competitor dashed up to a 
fountain near, jumped off his machine, ducked his 
head in the water, and was off again. One unfortu- 
nate punctured near us as we took our breakfast on 
the verandah, and I iToticed his tyres were of the single 
tube variety, and that he wrapped insulating tape 
round and round the hole ; his wheel also had a 
sprocket either .side for altering the gear — another 
dodge ! 

Relaxation at Geneva. 

Into the sadd'e once more — this time Billv leading 
— and so through Evian-les-Bains. I soon came to a 
fork in the road. Which was the way ? My map 
showed no such fork, so, thinking Billy must be hug- 
ging the lake side, I did the same. Two more forks, 
and still I did not see him. Then my front tyre went 
down. I found the puncture and put a patch on, had 
a smoke, and put the tube back. Then I found my 
pump would not work, and many minutes were spent 
in faking it up. 

Round every corner I expected to see the Bradlnny 
|iropped up whilst its owner regaled hi:nself with 
poaches aiul figs, but it was not to be, and I got quite 
anxious l)e("iuse, although we had arranged to stay at 
Geneva — it was only a few miles further on — we had 
n:)t settled onwhich hotel, as there were several in the 
(!.T.G. book. The reader will ])crhaps remember 
I hat we had been through Geneva on our way out, 
so 1 decided to make for the c/ife where we had 
stopped for afternoon tea, and leave my bicycle in a 
prominent jjosition and sec if Billy tin-nod up. 

FEBRUARY ist, 1912. 

To the Tyrol and Back on Motor Cycles.— 

I slowly crept through the traffic and over the bridge 
that spans the lake, and up what appears to be the 
main street, and so to the cafe, where I was surprised 
and glad to see Billy. The reason of our losing each 
other was that Billy had stopped in a very shady spot 
to locate a " squeak," and, as I passed, he waved to 
me to stop, but I was bending down to read my cyclo- 
meter. Hastily hopping on to his machine, he sped 
after me, but was almost immediately pounced upon 
by a customs officer, and made to turn the whole of 
his effects out, whilst he fretted and fumed to no pur- 
pose; after this, by taking a different fork, he had 
passed me when I was mending my tube. 

We put up at the Hotel Terminus Baur after a short 
spin of thirt .-seven miles. 

That afternoon and the ne.\t day were spent in 
Geneva, on the lake, over at Luna Park — a kind of 
White City, with joy wheel, water splash, etc.— whilst 
the Kursaal kept us capti\e for the evening with a 
little play at " Petits 

Chevaux,'' till I ' 

found the odds were 
nine to one against 
winning, while if 
you won you onl)- 
got six to one, 
which was not good 
enough for me. 

The day before 
leaving Geneva we 
visited the C.T.C. 
consul, r. W. 
Mason, j\I.A., who 
ga\-e us much valu- 
a b 1 e information 
about the roads wo 
Avere to traverse. 

Tuesday, August 
iSt, was gloriously 
fine, and we set off 
through St. Genis 

„ - 1 t:, 1 1 1 A view of Lake Como, one 

and Bellegarde, on 

the best road we had met \\idi since lea\'ing England. 
The scenery was very pretty, and we gradually entered 
a cleft in the hills, which drew nearer and nearer 
together till they almost met. When they seemed 
as though they were going to meet, we came across 
some fortifications, and we suddenly went over a 
"drawbridge into what appeared to be a courtyard, 
much to a soldier's astonishment, and out at the' 
other side. This, I understand, was Fort I'Ecluse, 
and would have made a perfect little picture, but I 
■dared not risk an exposure. I do not remember if 
.it was before or after this that we eame to the French- 
Swiss frontier, where we again showed our C.T.C. 
tickets, but we were made to unpack. 

France Again and Good Roads. 

'.luickly we sped along, through Kantua and a bit 
ef bad road, through Thoirette, when we were lost- 
tn a road that was apparently too insignificant for 
my map, but, though narrow, it had a fairly good sur- 
face, whilst the country was of the wildest, for we 
were now in the Jura mountains. We were enjoying 
'ourselves, and did not cai-e as long as our petrol held 
out and we could get a decent hotel to stay at . if- 


night came on. We eventually reached Bourg, and 
now locating ourselves on the map, we chose a good 
straight road and headed north, passing Montrevel, 
St. Trivier, Cuisery, and so into Chalon-sui Saone, 
where we put up at the Grand Hotel. This is the 
second time I have been to Chalon, and I may say, 
if possible, I should in future- avoid it, as it appears 
to be devoid of interest. The day's run was of 1^5 

Wednesday, August 2nd, and another glorious 
day, we set off on a road' I knew from experience tc 
be good. Passing through St. Leger, and just out- 
side Autun, Billy ran short of petrol, but he scorned 
my proffered liquid, having got sufficient by lifting 
the front wheel up to carry" him into the town. Tanks 
full up once more we again set off, and reached 
Saulieu, then Avallon, and after mending three 
punctures in Billy's tyres with patches cut in two 
to m-ake them spin out, w'e reached Auxerre without 
further incident after a day's run of ii8 miles, and 

put up at what I 
ha' 1 previously 
found to be a good 
hotel — the Hotel de 
I Epee. 

Leaving next 
morning, we' made 
piod time through 
Joigny to Sens, then 
the Forest of Fon- 
tainebleau, when we 
were brought to a 
hah in a large clear- 
ing with no less 
than seven roads 
joining, and had 
some difficulty in 
deciiling on the cor- 
rect one. 

A swift run to 
Corbeil followed, 
- and- then, having 
taken a wrong road, 
the Seine and go up a 
wicked cobbly street, in which Billy had to tie 
his stand up, as jolting over the awful pave bad 
loosened the fastener. Proceeding through Juvisy. we 
came to Choisy, where the Eiffel Tower could easily 
be seen as we turned to the left and struck a good 
tarred road to Versailles. The roads here and to 
St. Germain beggar description, being composed of 
huge sets, w^ith deep holes where several are missing. 
A community ,that tolerate- such a road must be 
only half ci\irL5ed. , Three times before reaching our 
destination had I to mend punctures, .seemingly due 
to the awful bumps breaking the canvas and then 
rubbing through the tube. At last we reached our 
stopping place for the night, the Hotel du Soleil d'Or, 
after a cool run of some 137 miles to Pontoise. 

Friday, August 4th, w'as the next day, and saw us 
leaving. for our last day's run on French soil. Through 
Mem to Beauvais, Grandvilliers, the road was com- 
posed of loose scraps of flint, as sharp as arrow heads. 
A car or two were passed- with tyre trouble, whilst 
several times wrappings off new tyres could be seen 
by t-he roadside. I was not to escape, however, for 
three times had I to mend punctures. Passing Poix. a 



ot the beauty spots ot Italy. 

we had to cross over 


FEBRUARY isf. igi2 

To the Tyrjl anl Bwk on Motor Cychs.— 
swift run to Abbeville, and more petrol at Montreuil, 
we eventually arrived at Boulogne, and made for the 
Grand Hotel du Nord, after a day's run of 136 miles. 

Next day was spent at Boulogne, and we booked 
passages by the Bennett Line to Hull, as it was nearer 
home, and saved a tedious run up the Great North 
Road. We paid ids. each for ourselves and only 
3s, 6d. each for the machines. What a contrast to the 
Folkestone-Boulogne crossing! 

Rain came on as we entered the Huniber the follow- 
ing day, and was still with us as we landed at Hull at 
^.30, after a pleasant passage of i?>}i hours. 

We were allowed to keep the petrol in our tanks 

on board, and this sufificed to take us to the nearest 
garage, where we filled up for 2s. 4d. , How trifling 
this sum seemed after what we had been paying. 

Our tour had taken exactly four weeks, the distance 
covered being 2,250 miles per cyclometer. Our com- 
bined petrol bill was ;^5 is. 6d., while I used three 
quart.s of oil and Billy used four and one-third quarts. , 
The T/i'va. Lyso I put on to start with carried liie 
throughout, which, I think, speaks for itself. Grange 
used two, changing over now and again, one iiaving 
been well used- before starting. 

In conclusion, if any reader would like any further 
information as to roads, etc., I shall be pleased if h^. 
would communicate with me through the Edito]' 



Ir will be seen by referring to our corresi)ondence 
columns of- last week ,that Mr. A. Citroen agrees 
with me that a motor cycle engine develops i h.p. 
for every 100 c.c. of its cubic capacity. If this be 
(rue then the horse-power can easily be found liy re- 
ferring to Tlie Motor Cijck cubical capacity table 
;ind placing a decimal point after the first figure. 'J'his 
will give a very .satisfa<:lory rating, practically the 
■^.nnc that the Dendy Marshall formula — winch in my 
'jpinion is suited to our pur]jose — gives if ll-ie 
revolutions be taken to be 1,570 per minute. This 
gives a speed of nearly 27 m.p.h. with a gear of ^y> 
Id I, and in llie of ,a lightweight geared 6 to r 
ihe pace would be nearly 21 m.p.h., which, T fliink 
ii will be admiiii'il. ;irr fiiir average spoeils. 


The R.A.C. rating probably gi\'es better results in 
the case of motor cycles than of cars, for the simple 
reason that there is not the same difference between 
the. bore and stroke, the ratio seldom exceeding 3 to 
2, whereas on cars it is sometimes nearer 3 to i. 

Mr. Poppe's formula has the merit of simplicity, 
but for our ])urposc fnust be ruled out of court, for 
it give.3 the Triumjih engine as 4.67 h.p. and the 
Knficld lightweight as 5 h.p., which is obviously in- 
correct, the Dendy Marshall at 2,000 revs. i)er min. 
rating these engines, as 6.36 h.p. and 4. 37. h.p. re- 
spcu'tively. . Mr. Manchester's formula is' rather more 
flattering to the little twin, for it rates it as 4.47 h.p., 
and tlK' fiig'singlc a.s approximately 5 h.p. 


FEBRUARY ist, igi2. 



A selection of questions of general 
interest received from readers and our 
replies thereto. All queries should 
be addressed to the Editor, "The 
Motor Cycle," 20, Tudor Street, E.C., 
and whether intended for publication 
or not must be accompanied by a 
stamped addressed envelope for reply. 

Tunbridge Wells to Barnstaple. 

Please inform me the quickest 
route from Tuubridge Wells tti 
Barnstaple; the mileage and the 
time it would take a 3^ Ii.p. 
machine ? — Waiting. 
Yovu' best route would be as follows : 
'funbridge Wells, East Grinstead. 
Crawley, Horsham, Billing.shurst, I'cl- 
worth, ilidhurst, Petersfield. Winchester, 
Stockbridge, SalLsbmy, Hindon, Wincan- 
ton, Langport, Taunton, Wiveliscombe, 
Bampton, South Molton, to Barnstaple. 
The distance is approximately 210 miles. 
To do the journey comfortably you would 
require two days this time of the year. 
Crankshaft or Countershaft. 
I shall be glad if you will give 
me your opinion on the follow- 
ing two-speed gears for fitting 
on to a 1911 free-engine Triumph 
for solo work only : (1.) Bowden. 
(2.) N.S.U. The Triumph peojiic 
advise N.S.IT., but say it is liable tu 
be broken if the machine falls ou the 
left-hand side, a very possible con- 
-. tingency. Are they both easih- 

attached ?— R.D.C. 
Either of the two-speed gears mentioned 
in your letter would suit your purpose — 
both are good. Naturally, the engine- 
shaft gear is liable to damage in thr- 
case of a sideslip, if the machine falls on 
its left side. Both gears mentioned ar^- 
easily attached. See the article on 
"Variable Gear Position" in our issue 
fnv l-^eptcmher 14tb. 

A Cheap Machine. 

(1.) Please let iiiu have jour 

^ opinion concerning the general 

^ reliability, and also speed and 

hill-climbing capabilities of the 

5^- h.p. Lmcoln-Elk motor cycle? 

i2.) Also, how is it that this machine can 

e turned out at such a comparatively 

liiiv price ''. (3.) ^Vill you please also let 

me know the shortest route from New- 

I Art (Mon.) to I.eighton Buzzavil 

-■'eds.) regardle>s of hills or cuiditiou 

I roads?— E.L.S.M 

U) We are receiving quil^ good 

reports concerning this marhine What 

you liad better do is to write for 

readers' experiences.- enclosing a stamped 

Hi:'! addres>:?d envelope in w-hich the 

'it's may be sent to you? (2.) A\';' 

not prepared to answer why it can 

he produced at a low price, unless it lie - 

that the makers are- content with only 

a. small piofit. (3.) The routs you require 

is Newport, Chepstow. Gloucester (take 

the Cirence-ster Road and turn to left at 

the fork having passesl the cross rnads 

ait the foot of Birdlip), Northleach. 

Witney, Oxford, Thame, Aiyesbury. lo 

Lfighfon Buzzard. 


Portsmouth to Chatham and Ipswich. 

Would you please inform me 
as to the best route from Ports 
mouth to Chatham, also from 
Portsmouth to Ipswich, avoiding 
London, and alternatively the 
best route through London, giving 
total distances?— W. P., R.N. 
i'our best route would be as follows : 
Portsmouth, Petersfield, Liphook, Godal- 
ming, Shalford; here turn right and gi> 
through Shere, C4omshall, Dorking, Rei- 
gate, Redhill, Oxted, Westerhani, River- 
head, Wrotham ; after which turn left 
for Rochester, whence you reach Chathan-i. 
Be exceedingly, careful in Godalming, 
Shere, and Gomshall. and also in the 
ten-mile limit at Redhill — 102 miles. 
This is the main road, but it is easy 
to avoid Godalming by turning sharp 
to the right at Jlilford, going past Mil- 
ford Station, and taking the left at the 
i-ross roads about a quarter of a mile 
further ou. This road will take you to 
Shalford. Portsmouth to Ipswich : You 
can follow the same route until after 
leaving Wrotham, where make for 
Gravesend ; take the ferry to Tilbury, 
and go north via Billericay, Chelmsford, 
and Colchester to Ipswich. To go r'm 
London, which, in our opinion, would be 
undesirable from a motor cyclist's point 
of view' you had better go straight up 
the Portsmouth Pioad, through Kingston, 
\v-here be careful on account of police 
traps, and reaching Putney Heath go 
through Roeharapfon, across Barnes 
Common to Hammersmith. CJo straight 
down Hammersmith Road, down HoUand 
Road, crossing over the bridge close to 
Olyrapia, which will lead you into Notting 
Hill Gate. Go up Notting Hill and 
straight on to Lancaster Gate, where 
tuni off for O.xford and Cambridge 
Tenace; go straight down Oxford and 
Cambridge Terrace, crossing over 
Edg.vare Road, turn to the left down 
I.isson Grove and go straight on over the 
i-ailway bridge until yen confe to a place 
where the road bends round easily to 
the right. At the end of this turn left 
and you are in Finchley Road. Go 
straight on along the Cireat North Road 
through Hatfield. Beyond the station 
turn right and go through Hertford, 
Ware, Bishops Stortford, Dunmow, Brain- 
ti'ee, Colchester, and Ipswich. , The t-otal 
distance would be approximafelv [vij. 


Correspondents are urged to write 
clearly, and on one side of the paper 
only, numbering each query separately 
and keeping a copy, for ease of refer- 
ence. Letters containing legal queries 
should be marked " Legal " in the left- 
hand corner of envelope, and should 
be kept distinct from questions bearing 
on technical subjects. 

Gravesend) 160 miles. In giving this 
route, we have considered road surface, 
etc. The main route via Romford, Brent- 
Avood, and Chelmsford is very unpleasant 
near London, but is twenty miles shorter. 
High and Low Tension Magnetos. 

(1.) I shall be obliged to you if 
you will kindly explain clearly 
the difference between high-ten- 
sion and low-tension magnetos. 
(2.) Being in possesion of a low- 
tension inagneto I wish to know how 
I can convert it into a high-tension 
magneto ?— .LS.J. 
(1.) If you will get a copy of "Motor 
Cycles and How to Manage Them" 
obtainable from these offices, price Is. 2d. 
post free), you will see the two types of 
magneto clearly described. In the high- 
tension magneto the primary and 
secondary wmdings are both on the arma- 
ture, and a spark is produced at the 
]5lug without other help. The old type 
low-tension magneto had a make and 
break in the cylinder. Another type 
produces a low-tension current which is 
transformed by the use of a separate 
induction coil. (2.) It is pra.ctically 
impossible to ooirver-t a low-tension into 
a high-tension magneto. It would mean 
a new armature, and a special contact 
breaker, and condenser, and it would in 
the end cost a good deal more than buy- 
ing a second-hand high-tension magneto. 
Sidecar for India. 
(1.) Please let me have your 
latest experiences with regard 
to the T.M.C., as I am think- 
ing of buying one wliile at 
home, and then taking it out 
to India? If it is liable to overheat,' 
I rather doubt if it would be much use. 
for the work I want it for, i.e., shooting 
trips — carrying gear possibly in a side- 
car —over pretty rough roads. (2.) Also 
any experiences with the Scott two- 
stroke would be useful — L.L.M. 
(1.) The machine about which you 
refer to in your letter has been entirely 
reconstructed and redesigned for 19lS, 
and the first batch will be placed on the 
road about April. The machine is now 
water-cooled and shows every indication 
of bemg a splendid machine for .sidecar 
work. It is, however, impossible to give 
practical road espeiiences at the present 
time. (2.) With regard to the two-stroke 
machine mentioned, we have had con- 
siderable experience with this, and may 
tell you that our opinion of it is high. 
What we should advise yon to do is to 
write us a letter asking for readerd' ex-_ 
periences of both machines referred to. 
enclosing a stamped and addressed 

envelope for replies. 


FEBRUARY ist, 1912. 

La5y Starting and Slow Turning. 

Please advise me what is the 

best thing tu clo_ with a 3i h.p. 

single-cylinder magneto machine 

quiie modern. I have trouble 

i^tarting unless engine is warm, 

and cannot drive very slowly through 

towns, etc. I do not want to spend 

much. Could I have a clutch hxedV 

Two speeds would cost too much I am 

afraid.— T.R.S. 

You might take- the magneto down and 

'lean tne slip ring and the contact 

lircaker and touch up the platinum 

jioints. Use a good plug and adjust the 

j/oiiits with a m..gneto plug gauge which 

is i millimetre thick. Takci. care to exclade 

iiii.B't 01 the ai;. from the fi.xed air supply 

10 the carburetter at starting, and we 

think the engine will fire without much 

tlifficulty. You could have a clutch fixed 

ill the eiigine-sliatt if you desire it. 

Taxation and Registration. 
Acting on your advice I have 
—.1 paid tne tax for 1910 on the 
*rl motor bicycle sold by me in that 
-SJ year, but as I omitted to cancel 
the registration (not knowing it 
was necessary) the City of ■ Dublin 
registrar maintiins that I am liable 
to pay the tax on that machine for 
the years 1911 and 1912. Akso he states 
that the ta.x js due whether the 
machine is used or not. advise 
me i'urtlier. — S.H.Ij. 
We : do not think that you are liable 
for the tax for the two years during which 
you neither owned nor rode the machine. 
A machine which is kept but not used is 
not liable to licence duty; see the case 
L.C.C. V. Fairbank, Justice of Peace 
lleports. Vol. 75, page S55. We think 
you would be well advised to bring the 
matter tio the notice x.f the legal aaviser 
of the Irish: Automobile Clnb, if you 
iiave not already done fo. You ought, 
iiowevei", to liave cancelled the registra- 
tion of the machine you sold. Article IV. 
(if the Regulation and Licensing Order, 
1905 says, " If the ownership of a motor 
car (or cycle) is changed, notice of the 
change shall be given either by the new 
ivr old owner to the council with whom 
the motor car (or cycle) is registered, and 
an application sliall also be made either, 
to cancel the registration or to continue 
the existing registration under the ii'Sw 

Four Cylinders. 
I want to get a second-hand 
motor cycle about £25 to £20. 
I have had an old 3^ h.p. four- 
cylinder |i'.N., but found that 
steep hills were too much for it. 
Do you consider a later model 
5-6 h.p. for the price mentioned would 
be ii good one and take all hills with 
automatic carbiirctler? I do not mind 
the slight extra bother of four cylinders 
and hate the idea of liaving a belt tu 
look after. (2.) The 2\ h.p. two- 
.-pced F.N. What ."ort of macliine is 
it, and would it be suitable for week- 
end louriiig'/ (3.) 'J'liciux'ticully, is it 
more economical to run on an 0|)en 
throttle and Hiiiall jet or ordinary jet 
and partly closed tlirottlc? I wonder 
whether a U.H. variables jet carbnreltci' 
woiill be more cc()iKiinic;il than the 
■ lutomatic one on the four-cylinder K.N. 
if run on fjnite a Hinall jet for 
ordinary flat roailH with ample reserve 
opening for hills. (4.) Theoretiiiallv. 



which should be the more easily sioued 
down, a big single-cylinder or four small 
ones of same total power? (5.) Do you 
advise going to a dealer or private 
(1.) The machine in question will be good 
value for the price asked for it, and the 
5-6 h.p. is a great improvement on the eld 
3i h.p. (2.) The 24 h.p. referred tois well- 
uiade. quite relii ble, and sjitable for the 
purpose mentioned. (3.) It ought to 
be more economical with a small jet than 
with a large one. You could not get 
quite the §ame economy with a larger 
jet even if you ran with the engine 
throttled down. There seems to be little 
doubt that you could get better economy 
with the carburetter fitted with hand- 
controlled air, bat the firm's own auto- 
matic type is better for all-round work. 
(4.) Theoretically, the four-cylinder would 
be more easily slowed, as the instant the 
power is withdrawn, say by switching 
off or raising the exhaust valve, the in- 
creased internal friction quickly slows 
clown the speed. Also, the four-cylinder 
can be run very slowly. (5.) Ocod bar- 
gains may be obtained from either. 
Harrogate to Leominater. 
I purposs making a journey 
to Leominster from Harrogate, 
and should be greatly obliged if 
you would advise me as to the 
best ixiute for surface ? I have 
previously been as far as Crewe, via 
Huddersheld, Ashton-under-Lyns, and 
Stockport ; this route I am anxious to 
improve upon owing to the many miles 
of large paved sets in the neighbour- 
hood of the two last named places, as 
I shall have a sidecar and passenger. — 

Your best route would be as follows : 
Harrogate, Wetherby-, Aberford, Fevry- 
bridge, Doncaster, Retford, Tuxford, 
Newark, Grantham, Colsterworth, Stam- 
ford, Kettering. Northampton, Weedon, 
Daventi-y, Southam, Warwick, Stratford- 

on-Avon, Alcester, Worcester, Bromyard, . 
to Leominster. This is, of course, a iairly 
long way round, but you miss all the big 
towns, and have a good surface. 


Multi-pole Sparliing PlUiS. 
I think it your corr-sspcndent "T.W.," 
whose enquiry was published on January 
l&tti, Avoi.U nt plugs with longer reach, 
he would be able to start easier. I have 
done so with advantage in my Douglas 
machine. — Robert Ranger. 


Readers desirous 01 obtaining ttie experiences 
of others with various motor cycles or accessories 
must enclose a stamped addressed envelope in 
whicti ttie replies may be forwarded. Answers 
to the queries below should be addressed c/o 
The Editor. 

" Jtteader." (Sunderland). Mabon 

change-speed pulley and clutch with 
3i h.p. sidecar. 

"H.V." (Tufnell Park). 3i h.p. 1912 
Corah- Jap roadstei' and T. T. models., 
Senspray carburetter, reliability and 

"C.R.T." (Birkenhead). X'LAU 


"W.S." (Lancaster). 2^ h.p. Lincoln- 

"J.M.S." (Kendal). 5 h.p. T.T; Bat 
or Matchless with Amac carburetter, 
particularly with regard to slow running 
and fast hill-climbing. 

■A.J.S." (Billericay). 3^ h.p. Brad- 
bury clutch model. 

"P.J.B." (Dublin). Atlas puncture- 
proof inner case. 

"H.T." (Catterick).— 2|- h.p. Douglas 
two speed and tree engine. 

"A.V.G." (Hyde Park, W.)— 5-6 h.p. 
Clyno and 8 h.p. Matchle-ss with and witli- 
out sidecar. 

"B.VV.D." (Emsworth, Hants).— 2^- h.ii. 
A.J.S. and 2| h.p. Douglas, two-speeds. 

" W.G.G." (Islington). Canoelet side- 
car, with 3^ h.p. motor cycle. 


Ttio above photograph, which was taken recently in Grunowald, near Berlin, depicts a boy on ski being 

lowed through the streets by a motor cyclist. This Is a common yet exciting form of amusement. 

FEBRUARY ist, igi^. 

The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, '■ The Motor Cycle," 20, Tador Street, E.G., and should be accompanied by the writer's fall name and address. 

Daventry to Southwold. 
Sir, — With regard to "A.J.M.'s" projected ride to South- 
wold (January 18th. page 78), may I suggest as preferable au 
alternative route from Hury onwards, namely, to follo-\v the 
road which goes about N.E. through Ixworth to Scole, then 
to Harleston — which he need not go through — then througli 
Metfield to Halesworth, and thence to Southwold. The dis- 
tance this way is about forty-eight miles, as opposed to fifty 
the other, and the roads are certainly preferable, for I 
haye been both ways, the one I propose several times. From 
Harleston to Halesworth the road is much better than it 
looks, and I have known it to be the best bit between Cam- 
bridge and Halesworth, except for the thirteen miles from 
Cambridge to Newmarket. The road from Halesworth to 
Southwold is better than from Elythburgh to Southwold. 


The Evolution o£ Transmission. 

Sir, — Ui. (J. S. Patterson, in his letter to you of Jan. 18th, 
page 75, asks : " What about the big end of the connecting 
lod going?" and I ask: Well, what about it? Is that to 
be compared with a seized piston? I should say, certainly 
not. He then quotes something that happened on a chain- 
driven car. Surely that has no be^iring on tlie matter.' I. 
personally, have had all manner of things get into the chains 
of a car (even a rabbit), the worst being a lump of wood 
which the steel-studded tyre picked up-; but it did not throw 
me over t!ie steering wheel, etc., but doubled up the radius 
rod. It would be interesting to know what kind of chains 
he was using to stop "dead"" the weight of a car without 
being broken ; also the size of the stone, and whether he 
hud a differential fitted to tlie car. Statements of tliis sort 
do not help a movement, but make one suspicious that the 
writer has an axe to grind. My pxpevience, extending over 
tliirteen years, is the reverse. F.R.H. 

Passenger Machine Design. 

Sir, — With regard to the correspondence which has been 
published in your paper respecting passenger motor cycles, I 
i.ive patented a velucle embodying the following points: 

il) No chains; (2) no belts; (3) no' forks; (4) ro bevel 

liii.ions ; (5) no working ov greasy parts near occupants ; (6| 

two-speed gear (teeth always in mesh) ; (7) detachable quick- 

hnnge w'heels ; (8) interchangeable w'heels ; (9) two tracks: 

10| tubular oval steel, wire, or arti'lcry pattern spoke.s applic- 

ile ; (11) hand wheel steering ;" (12) specially suitable for 

'ly drivers; (13) each wheel independently sprung (similar to 

ir practice); (14) engine, driving gear, ard ali working parts 

cssible ; (15) double-acting band brake ; (16) can he safeiv 

-Iden solo; (17) free engine (handle starting) ; (18) the steer- 

i road wheel wnth its spring and bracket member are quickly 

tachable for storage or transit. 

This ii;achine is in ooursb of constrticiion. and I hope to send 
J.I.I :i?i illustration for piiljlic ation vcrv shurtlv. 

w.\r. si-\i!i,Ey. 

sir.: — No doubt tile origin of the sidecar was owirg to the 

I 't that motorcyclists, finding the trailer too dangerous, and 

still desiring to take a citmpanion when they wished, looked 

:iboiUi for anotlier form of attachn;eni to this end. and gave 

'le sidecar a trial, only to find that on any but a mcderate 

-adient heavy pedalling assistance was required with the 

liLjiiies then fitted to their machines, and hence the increased 

■ tnand for more powerful twins of 5 to 6 h.p. and two-speed 

-ears, for, though it has been shown that in the hands of an 

ixnert the modern, so-called. 3^ h.p, engine, which, aceording 

to some authorities develops from 7 to 8 h.p. on the brake, can 
do wonders, still, even in the hands of such an expert, it is no 
doubt true that a 5 or 6 h.p. twin fitted with a two-speed gear 
would have been a more handy and convenient combination, 
and, in average hands and to meet every contingency, a well- 
known 8 h.p. and three-speed gear would bo better still. 

But the weight of a 5-6 or 8 h.p. motor cycle, is too great tr> 
make it appeal as a solo mount to any but the youngest and 
most vigorous, and certainlj' not to the middle-aged, who, as 
yet, are only contemplating taking up the sport, though, wiieii 
combined with a sidecar and handle or kick-starting, the 
weight ceases to be a disadvantage. If that is conceded, why 
make the sidecar detachable? Why not build it as a unit, as 
there must be very many who are not obliged to attach ai:d 
detach the sidecar, in order to get it tlu'ough narrow door- 
ways, each time they use it. 

if. tlien, this is admitted as good practice, it would no longer 
be necessary to adiiere to the present design of frame — one 
much better, adapted to withstand the strains imposed could 
be evolved, and the comfort of tlie driver increased by a well 
upliolstered bucket seat and good footboards ; and further, 
following car and quadcar practice, both front and back forks 
could be abolished, and "outside" wheels used instead. Just 
fancy the comfort of being able to change both inner tubes or 
covers in a few minutes without having to take the wheels 
out of -the forks or disarrange brakes or anything else, and 
fuither there would no longer be any necessity to continue 
the diamond frame of the cycle — a dropped frame could bi.' 

If, then, the two-track passenger jiachine with three wheels 
and motor cycle licence is to obtain, my proposal is that the 
back axle should cat ly both wheels, in the cheaper' form one 
only to drive, but a " dift'erential " could be used, the steering 
wheel being similar to that on a car or tricar, dropped frame, 
bucket seat for driver as well as passenger, 8 h,p. engine, and 
three-speed goav. What do your readers say? F..,J.S. 

Do Records Appeal to Buyers ? 

Sir, — I (iuite agree witit "Yorkshire" that records do jmt 
appeal to the majority of btiyers, but only to the sportiiij 
class of motor cyclist, who want a machine to pass every 
.ilher make on the road. In my opinion records do not 
prove the value o£ the marhine half so much as long distanct 
trials officially run. 

If th," public could see some of our cra4.k ma<.'hines aftti 
continual iise on Brooklands without being overhauled or 
cleaned they would notice that ninety-nine out of on. 
hundred engines were covered in oil, while probably some cl 
them .woulcl htve badly worn bearings, and burnt piston 
rings and valves. 

lit the record bietilcing se.ison stacks of spare ptirts ai ■ 
sent to Brooklands. thns showing the public that, although 
urie make of machine may holcl several records, this fact 
proves nothing regarding the reliability and wearing qualities 
of this machine. 

t5roi)klaiid3. of coiu'se. is ideal lot experimental work, as 
' I'litinuous higli-speed work has to be indulged in to find oir 
any weak spots in the. engine; which continuoiis high-spee.l 
cannot ^possibly be attained on public roads. 

For a machine to hold speed records simply proves tha' 
this machine is the fastest and nothing else. At the end ■ : 
a record ride, for all the- public know, the engine may Ij>' 
at its last gasp. - , — . 

In order to prove which is the best engine for all round 
work, I would suggest that long distance trials should !■ 
held on 13i'Or»klaii'ls, such trials to iii.-JL;.'Je I()i;ir .ii.stnnce spec I 


FEBRUARY ist, ic)i2. 

tests, slow tests, 
speed test with a 
tary stop;i, repairs 
in engine, amount 
from engine, state 
of ma<;hiuB to be 
the official resa'ts. 

I do not think 
this severe nature, 

accileratlun tests, finishing up the high- 
slow climb up the test hill. 'All involun- 
i, adjustments, overhauls, amount of wear' 
of carbon deposit, amount of oil exuding 
of tyres and belts, and general condition 
takeiL into consideration and recorded in 

many manufacturers would risk a trial of 

Multi-pole Sparking Plugs. 

Sir, — I have been much interested and at the same time 
rather amused at the correspondence that has been appearing 
under this heading, and, as a satisfied us^er of the Lodge 
double-pole plug, a word from me may prove useful on the 

I have been using these plugs on my 8 h.p. Chater-Lea 
twin and sidecar since the beginning of last season, and so 
far, in spite of dire warnings as to dainage to the armature- 
winding of the Bosch magneto, I have had no trouble at all. 
The double-pole plugs are fitted over the inlet valves and the 
ordinary plugs over the exhaust valves. I . find that the 
result of using the Lodge plugs is a cooler engine and a 
decided increase in power, which is particularly noticeable 
when hill-climbing. It is mo,=t important that the double- 
pole plugs should be fitted over the inlet valves, as the in- 
coming gas tends to keep them cool, and care should be taken 
in the choice of plugs for fitting over the exhaust valves 
owing to heat in that position, but I have found that any 
really good magneto plug will stand up in spite of the heat. 
. I quite agree with your correspondent Mr. E. F. Baxter 
as to it being difficult to start up a big twin on the double- 
pole plugs, as I found the same trouble myself, but I 
overcame that by cutting out the ordinary plugs, by means 
of a small switch fitted to each oi i,he ordinary plugs, and 
switching over to the double-pole plags and the ordinary 
plugs coupled together after the ■engine had started. 

Since reading this correspondence, I have taken the double- 
pcle plugs out of the engine and have run only upon the 
ordinary plugs, and I can detect no missing or weak spark- 
ing at all. so that I fail to see that there. is anything wrong 
with the armature winding. The interest taken generally 
in this subject must be the excuse for the length of this 
letter. _ IL CREAK DA VIES. 

Experiences of the R.I.C. 

Sir, — I was much anuised at Mr. Trigg's description in 
yom- issue of .January. 11th, of his encounter with ;in othcious 

We in Ireland seem to be blessed with a more sporting 
breed of "bobby" — at any rate so far as I have come in 
contact with him. 

For instance, some time ago I was motor cvcling through 
Balbriggan at night when a member of the R.I.C. stopped 
me and a.sked for my licence because I had no light. Now I 
knew my light had been burning brightly just as I entered 
the village, but, owing to the glare from the lights I had 
hot noticed il go out. I explained this to the constable. 
He replied that that was the usual excuse. I invited him 
to feel the lamp. He did so, and it was so hot that it 
burnt him rather badly. I thought, "Now I'm certain of a 
summons," but, though he must have been suffering int-ense 
gain, he said, " You had better light up again. It 
would not be fair for me to have you up as the lamp has 
evidently just gone out." 

Another exampl? : Some months since I was warned by 
a friend that the Metropolitan Police were working a trap 
on a certain roiul in the suburbs of Dublin. 
_ One day I was riding along that iiarticular road at 
eighteen mile^ per hour, when I was called on to stop an<l 
informed that I was riding at between twenty-thr?e and 
twenty-four miles per hour. I pointed to the maxiinn.n 
hand of my spoerlometer — a Jones, in the second 10 OOO 
milts — which stood at twenty-one miles, and told the 
sergeant in charg; of the trap 'that thsio must be an error 
nn the twenty-one was clone on anotlier road, and I hud 
not exccHided eighteen there. 

He_ said the stteedoinelcr was wi'ong. I replied 1 wa,s 
certain it was working correctly. 

After thinking a moment he .said ho would scon prove it. 
IIb pointed out the beginning anil eiuling of the trap, and 
'old mo to run through it at some exact sppc.l. I siiid, 

"But suppose you say I'm going . twentj'-five and the 
speedometer says twenty, you will have me for two offences." 

" Oh no!" he laughed, "you •select any speed you like, and 
I givfe you my word that if your speedometer agrees with 
my watch you shall not be summoned." I took him at 
his word and ran through that trap, which was 220 yards in 
length, in exactly fifteen seconds. 

When he came up to me he said "thirty." I pointed 
silently to the maximum hand which rested exactly on thirty. 

He kept his word, and I heard no more about the affair. 

I have heard, also, that the Dublin Metiopolitan Police 
detest being put on to trap motorists. PAT. 

E.xperiences in Southern. Nigeria. 

Sir, — I have re;id the different experiences of your readers, 
so I thought I would send along mine, and enclose photo- 
graph of myself and chum here in Lsgos. 

I bought this Rudge-Whitwortli machine and Millford side- 
car while in England last June, and rode it at .home for 
three months, covering cluse on 3. OOO miles. . L was an abso- 
lute novice and did not know the first' thing about motor 
cycles. I had abuUt ' ten minutes' tuition and started off. 
I weigh 16 stones and my chum 14^ stones, or close on 4' 
cwts. between us. I have studied your paper, and have found 
a lot of useful tips in it, and am thanldul I started to take 
it weekly, and get the same forwarded every mail from 

We have about twenty miles of road here in- Lagos that 
are fairly decent for motor cycling, and it is a splendid 

Tiie writer of llie accomFanyin^ letter and liis friend willi a Budge 
and sidecar in Soutliern Nigeria. 

pastime during the cool of the evening or early morning. 
Up in the interior, or about 120 miles from here, there is 
a giind road for about sixty miles, and as the country is 
opening up rajjidlv, there is a goi'd future for any niakcr 
who cares to start an agency in Lagos, with a good man 
to (In rcpatis, a.s there arc scores <il wealthy natives wlm 
would iiinni diatcly buy motor cycles, .sidecars, and ruind.Knits 
if they cnuld rely upon getting tlicnn repaired. 

Wishing your paper continued succi'ss, W. SMITH. 

liagiis. S. Nigeria. 

FEBRUARY isl, 1912. 

How to Ejdiibit a Badge. 

Sir, — I have been a motor cyclist member of the A. A. for 
•some years, and have aunost invariably had my badge 
attached to the top of the lamp, las shown in your illustra- 
tion last week. 

Coulo not the manufacturers be persuaded to maise the 
necessary clips a standard part of their lamps? The A. A. 
. is a great boon to the motorist, being practically the only 
institution to help the motorist when he is on the road. I 
often wonder why the R.A.C. does not associate itself with 
it in a more marked fashion. A. J. ATKINGS. 

Some Elxperiments with Hydrogen-peroxide.. 

Sir, — I believe that I am right in assuming that acetylene 
burners are so constructed as to admit of air being intro- 
duced and mixed witb the jet of gas to assist in the illumin- 
ating power of the flame. I notice your contributor touches 
this point. I would be interested to know what type of 
burner was used in the experiments. If some burners mject 
more air into the gas than others (the amount of gas passed 
through each burner per hour being the same), then appar- 
ently the candle-power will vary accordingly. Perhaps Jlr. 
Renfred MyhiU will kindly enlighten us. 5298. 

The Stream-line Body on Racing Motor Cycles. 

Sir, — The article and illustrations regarding stream-line 
form, appearing in The Motor Cycle of January 18th, greatly 
interested me, as I am a keen motor cyclist, and, needless to 
add, I shall look forward to the fulfilment of Harry Bashall's 
promise in last week's issue. He proposes to experiment on 
these lines during the year. If I may quote his letter, he 
says he is certain that it will increase existing speed records. 

Now, if Collier can do 91 miles an hour on Brooklands 
track, I predict that days only separate the time when, fitted 
with an efficient stream-line form body, a similar macliine 
will easily be capable of over 100 miles an hour. 

Those who, like myself, take ;in interest in the " higher 
form of locomotion" — aviation — and had the good fortune 
to see the thrilling flying by Weyniann in his Nieuport at 
the never-to-be-forgotten Gordon-Bennett aviation races at 
Eastchurch last July will not require to think this out. 

It is not so very long ago since the Nieuport monoplane, 
with only a 28 h.p. engine, was making much faster times 
than several other well-known makes fitted with 50 b.p. 
engines, and in some cases even more powerful than these. 
Why was this? Because of the efficient stream-line form 
body of the Nieuport, and all head resistance reduced to a 

There can be no doubt about this being an all-important 
factor regarding speed, and one of which we are likely to 
hear considcrablv more at no distant date. 


The Proposed Abolition of the Cut-out. 

Sir,- -Though an old motor cyclist, I think it high time 
something was done to stop what is an intolerable nuisance. 
I reside on the outskirts of a fairly large town, and 
there is a good deal of motor traffic passing. There 
are certain motor cyclists who think it the correct thing 
to race up and down the road, chiefly on Sundays, with 
their cut-outs open, kicking up an infernal row. Only a 
Sunday or so ago, on my way to church, two such young 
■"bounders" passed. Little did they know that at three 
of the houses they passed, friends were lying dangerously 
ill, two of whom have since passed away. Once during 
the summer I was awakened at 4 a.m. by the noise caused 
by some youths testing their engines, who passed and 
repassed my house three times within an hour. 

1 am not finding fault with the cut-out, by any meaus^ 
that is all right, and a very useful friend — it is the improper 
use that is made of it. Some of your correspondents find 
fault with the steam roller ; surely that is rather weak, 
especially when one frequently reads complaints in your 
paper of unrolled road surfaces. Then again, the traction 
engine; how many does one pass in a day's run? I ride 
all days of the week but one, and can only call tO' mind 
passing three during the past year, and they were being 
used for business purposes, to the good of the community. 
Besides, traction- engines rarely, if ever, move at night, 
and it is the vibration they cause that renders them a 
nuisance, not the noise- If motor cyclists would remember 
ti! slint their cut-outs throui'h villao-es and lown';. there 


would be no talk of legislation. No, it is the irresponsiblt 
minority, who apparently think of no one but themselves, 
that will be responsible for any alteration in the existing 
law, and the sooner they realise the fact the better. 


Sir, — Mr. A. H. Priestley's grounds for disputing my state 
ment on silencers appear to me to be very slight, and In- 
cannot dispute the fact that the 1912 silencer as fitted to Imlf- 
a-dozen of the best makes which were existing in!{1905 i.s 
pi'actically identical with the one supplied to those machines 
at that date. Certainly over 90% of the machines one meel- 
in this district (Oxford) are driven with cut-outs ooen. and 
in this condition a machine even slight .y out of lunt makes 
itself particularly objectionable. I quite admit that a few 
makers have been experimenting, much to their credit, with 
long exhaust pipes, etc., but really without much effect 
except added complication and unsightliness. I am sure a 
silencer on present lines could be made by increasing or 
doubling the size and fitting an exhaust pipe &f l^in. diameter 
in place of the lin. or l^in., but what is very important is that 
this should be fitted with brazed-on radiating fins. Then in- 
deed could one claim that the cooling assisted the exhaust dis- 
charge. A.H.P. 

How to Keep Warm. 

Sir, — Last summer I wore a long Umpire dust coat on my 
shorter journeys. I found it kept me clean from head to heel, 
or very nearly, as the skirts wrapped well round my shins. 

As the weather changed, I had' a shower-proof Gabardine 
coat built on the same lines, but double-breasted inside, 
although it looked single-breasted outside. As the cold in- 
creased I had a light chrome leather panel sewn inside the 
coat, reaching well below the waist. Tliis kept the wind away 
from chest and abdomen. The latter- I consider the most 
vulnerable part of a motor cyclist's anatomy. 

As this coat has a Bismai-cJc collar and tits smartly round 
the neck there is no need, and indeed no room, for a neck 
wrap, but feeling the need of more warmth I just folded my 
Scotch muffler in half and fixed it in place with a big safety 
pin just below the top button, and the ends reach belovi- 
the waist. 

Thus I have a warm, light, rain and windproof coat, Ioul; 
enough for the protection of my legs, and rendering overalls 
unnecessary for short journeys such as running down to busi- 
ness and back to lunch, and I can put it on nifd oft' in a verv 
short time indeed. .MO-CLO-CLO. " 


Sir, — When touring tlie Lake District last July with a 
3^ li.p. two-speed Bradbury and sidecar, I climbed (he 
Buttermere Hanse Pass from the village of Buttermeie 
through Newlands into Keswick. 

Only on one small portion did my passenger alight, and that 
not so ranch to relieve weight, but she was nervous of the 
jolt from a bad watercourse which ajipeared in front. The 
previous ones jolted us both nearly off our seats. The wIioIk 
of this I'oute was performed by engine power, and it was 
not necessary to push the machine one yard. 

Another trip performed on the same tour was from Andjlf- 
side to the top of Kirkstone Pass via Troutbeck Bridge. 
This is a seven-mile constant climb, and certainly steeper 
with several worse bends than the more usual i'oad from 

Only on one small portion of this did ray passenger alight. 
In taking a bad bend on a steep rise I slowed down too 
much and the machine stopped. We pushed the machine a 
matter of a few yards, mounted and finished the remainder 
without any, trouble whatever. July last year was a trifle 
warm, and" although the engine go*, smoking hot it kept 
plugging away. FEEDErJCK TT TUEPIN. 


\\i]l the person who wrote to the Lomax Tyre Co.. from 
Gosport, send his name and address, as he omitted both 
from his letter of the 24th ult. ? 

C. E. Holmes writ^^s to explain that the observer was 
wrong in crediting him with a stop on Pink Hill, The facts- 
are that, nearing the top, a horse and cart baulked his 
progress,- and, after stopping to let the driver pass, the 
Chafer-Lea restarted and finished the climb with ease. 




FEBRUARY ist. irjij. 


Feb. 1st 

„ 3rd 

„ 5tb 



5.45 p.m 

5.48 „ 

5.52, „ 

5.56 „ 

Police Trap. 

We are advised of a continual trap being 
worked in the Richmond Koad, at the 
^outli-west end of Mortlalie. 

Club for Kidderminster, 

A meeting will be held on the 7th 
inst., at the Black Horse Hotel, at 
7.30 p.m., tor the purpose of forming a 
ilnb for Kidderminster and district. 

Sidecar v. Tram. 

Owing to the ^nsiiilability of train 
service from London to Wales on Sunday 
jught, we nnderstand that one of the 
London daily sporting papers despatche.s 
its Monday edition per sidecar. ' 

M.C.C. London-Edinburgh Run. 

The M.U.C. Committee has decided to 
award two silver cups in the London- 
J!,dinburgh run — one for the best per- 
formance by a competitor on a motor 
Ijicy^Ie and .' '-'cav and one for runabouts 
with three or lour wlieels. Mr. S. M. 
I'"ry will present one of the cups. 

Experiments with Hydrogen Peroxide. 

Ave have tried the proportion of one 
ounce to a pint of "20 volumes" hydro- 
i;en peroxide in a lamp generator, 
and can confirm ' the statement made 
ill the article published last week that 
I lie addition makes an improvement to 
ihe light. Just how much better the 
illuminating power becomes wo could not 
definitely .say, but the distance the light 
|iene "ated wa? 'further than usual. 
Unf. nnatcly for tli? I'csult of the exoeii- 
meni 'h" moon wa': shining brigntly ; 
doubtless on a dark night the increase in 
|icnetration would be more noticeable. 

Championship Hill-climb in N.S.W. 

The .Motor Cycle Club of N.H.W. lidd 
ii liiost successful liill-climb at Baden Hill, 
(lopgee, on December 9ih, 1911. There 
were three classes and excellent sport was 
witnessed. The fastest lime of the day 
was mad2 by A. Biclcu (o h.p. I\lal(hles.s), 
24Js,, while tv". Toimey made a reoud 
for a single <-ylindcr, 2tiis., on bis T.T. 
iSpecdwell-Abingdon. The competition 
was on the knock-out ))riiu_:iplo. Hesults : 

Class I. ('I'ouiing machines, 500 c.c.). — 
Final, K. ISeiuK^tt (Speedwell-Abingdon) 
beat iS. BiuuK (Ti'iuuiph). 

ClasH IL (T.'l'. machine, 500 c.c.).— 
l''inal, R, RobinsoH (Speedwell-Abingdon) 
beat W. 'I'ornu-'y whose belt came off. 

Class II L (Open class, all powers). 
Fin-il, A. Biden heat A. A. iSearl (5 h.p. 
B i,I'....Th|.). 

The Sui'rey Police. 

In connection with the Godalming speed 
limit and persecution of motorists, it is 
interesting to note that the Pv.A.C. and 
West Surrey A.C. offered to co-operate 
with the police in their endeavour to put 
a stop to the reckLss driving of a few 
by pasting observers in suitable places. 




i;.— »ut;oo ColdfieM A.C. Open 

One Day Trial. 

2. — A.C.U. flpen ( .nc Day Trial. 

2?.— R.MX.B.C. Race Meetins. 

23 — Herts. County A. C. Open 

Quarterly Trial. 
30. — Derby and IJistrict M.C.C. Open 

5-S. — N.W. London and Herts. 

Connty M.C.C. Joint Trial 

and Open Hill-climb (Yorks.) 

and Ladies' Competition. 
S. — Westmorland M.C.C. Onen 

Hill-climb on Brigsteer Brow 
13, — CJxiord M.C.C. Open Hiil-cliinb 

'i'lie [jolice, however, refused this offer on 
tlie ground that the presence of the A. A. 
jjatrols on the road would render siu'li 
efforts of no effect. Do the Surrey 
police re;illy wish to stop daugerous 
driving, or ;ir-,' they out to get fines? 

Noted Hill CUmbed. 

Caves Hill, a notorious climb near 
Sydney, N.S.W., rising 1,700 feet in 2^ 
miles of zigzag road, has recently been 
climbed on motor cycles' for the first 
time, L. ,T. Astley (i^ h.p. Rudge) and 
R. W. Allen, late of Halifax, Yorkshire 
(/enith-Gradna), performing the difficult, 

The B.M.C.R.C.— A Successful Year. 

We are in receipt of the tlurd annual 
report of the enterprising , British Motor 
Cycle Racing Club. The past year has 
been a most successful one, and the club's 
accounts show a substantial credit balance. 
The report is a concise record of an active 
year's work. It will be the policy of the 
club, we learn, during the coming season 
still further to encourage racing, and to 
offer sjiecial inducement to less experienced 
members to make attempts on record. 
With every report two complete lists of 
British records up to January 1st have 
been sent, on the back of which are full 
particulars of membership. 


Mn|or SIfVBiisoii, D.S.O., stnrls I>, Shaw (P. and M.) M Ihe loot ol Ihe lost hill. 

FEBRUARY isf, igi2. 


' The Beehive Thing that Makes the Noise." 

1 Some of our "learued friends" of the 

Bar may know a lot about law, but when 

it comes to motor matters they are often 

hopelessly ignorant. In a recent case 

—ffne of them ~ referred to the engine as 

' "the beehive thing that makes the noise." 

Benevolent Fund Concert. 

The Birmingham Centre of the Cycle 
and ilotor Trades Benevolent Fund will 
hold its third annual Bohemian concert 
in the Grosvenor Room, Clrand Hotel, 
Birmingham, on Tuesday next, the 6tli 
inst. Tickets, Is. each, may be obtained 
' from the hon. secretary. Jlr. A. B. Wil- 
liams, 13, Weiiman Street. 

A New German Organisation. 

A German body called the All^emeine 
Deutsche AutomobU Club was originally 
formed to foster the motor cycle pastime 
and industry, but subsequently became 
inlere.';ted in small light cars and motor 
boats. Now a fresh body has arisen, the 
Berlin branch of the above association 
(with thirty members) having pledged 
. itself to do its utmost to promote 
the sport of motor cycling. Should other 
Inanclies of the .same organisation follow 
suit, a new association may arise Phoenix 
like from the pshes of the old one. 

Gradient o£ Stoney Brow. 

Our local correspondent has interviewed 
the city surveyor of Jlanchester regard- 
ing the gradient of Stoney Brow, the hill 
■depicted in the photograph on page 79, 
January 18th, showing a Dot sidecar 
climbing the Brow. The city surveyor 
says the gradient of Junction Street, Store 
Street, Manchester, otherwise known as 
Stoney Brow, is 1 in 6-19, taken from a 
point in the centre of the carriage-way to the building line in Store 
Street, and terminating at the top of the 
slope of the Canal Bridge. Oru- original 
.statement of 1 in 7 in the inscription 
under the picture, is therefore practically 
correct. The average gradient is 1 in 7. 
and the worst portion as depicted 1 in 6^. 

Clean Counties. 

Cambridge was cited as a "Clean" 
comity in a recent issue of The Motor 
Cycle. A correspondent, however, informs 
us that not so very long ago a trap was 
vigorously worked at Trumpington and 
between Trumpington and the University 
town. It would be interesting to know 
if this control was worked at all during 
1911. Perhaps a Cambridge reader will 
let us have this information. 

Auto Cycle Union Notes. 

One-day Tbuls. — The regulations fur 
the above, the first of which takes place 
on March 2nd, have been approved by 
the General Conunittee. Silver medals 
will be awarded to those private owners 
who gain first-class certificates. A sum- 
mary of the conditions appears on 
page 125. 

Membership. — Fifty-two members were 
elected at the last A.C.L'. committee 

Affiliation. — The Wigan M.C.C. has 
been affiliated to the governing body. 
- Annual General Meeting. — The 
annual general meeting of the private 
members will take place at 8 p.m. on 
March 7th, and the annual general meet- 
ing of the Council on Saturday, March 
30th, at 3 p.m. Both meetings will be 
held at 89 Pall Mall, S.W. 

The i\IoTOR Cycle Union op Ireland. 
— The Auto Cycle Union has decided to 
enter into an agreement with the Motor 
Cycle Union of Ireland to recognise sus- 
pensions, etc., imposed by that body. 

Officul TiitBKEEi'ER. — ilajor F. Lind- 
say Lloyd, R.E., has been re-appointed 
official timekeeper for the electric chrono- 
graph at Brooklands, 

Open Reliability Trl\l. — The Bir- 
mingham M.C.C. recently applied for a 
permit for an open reliability trial from 
Birmingham to Perth on April 6th. and 
from Perth to Birmingham on April 8th. 
It was agreed that two permits should 
be granted, provided that each day's run 
' were a separate event, with separate 

rules, awards, and programmes. Twn 
separate permit fees were to be paid, 
and each event to be kept distinct. 

The Dutch Trial. ' 

Another prominent motor cyclist has 
entered for the English-Dutch reliability 
trial in the person of F. A. Applebeo, 
who will ride a 35 h.p. Scott and sidecar 
in the trade team if chosen. H. H. 
Anson (Selby) has entered Iris 5 h.p. 
ilatchless in tlie amateur section. The 
matter of choosing a representative team 
becomes more difficult every week. If any 
reader has in mind a good method of 
choosing the British team, apart from 
an eliminating trial, we shall be glad to 
consider it. 

American Road Race. 

A road race across what was once 
known as " the Great American 
Desert," from Phoenix (Arizona) to Mesa 
and back, took place on the 28th ult. The 
distance is thirty-eight miles, and the 
roads are very sandy all through the State 
of Arizona. The winner's time under the 
circumstances. Ih. Om. 37s., is considered in 
the States to be a good performance. Ten 
riders competed, and the winner rode a 
single-cylinder Harley-Davidson. The 
second man rode a Thor. 

This Year's T.T. Races. 

The Tynwald Comt, Isle of Man, at its 
sitting last week, decided to grant per- 
mission to the Auto Cycle Union to hold 
the Tourist Trophy Races this j'ear, pro- 
vided proper regulations are made to pre- 
vent competitors and others becoming a 
nuisance to other people. The Tynwald 
authorises the races on condition that effi- 
cient silencers are used, and recommends 
the adoption of the old course — St. John's, 
Kirk Michael. Peel, St. John's. 

J. A. Carvill, who, our readers will 
remember, was a successful competitor 
in last year's Senior Tourist Trophy Race, 
writing from Colorado Springs, U.S.A... 
says, " I hope to be back for the next T.T. 
and shall again ride a T.T. Triumph." 

An idea of the 
growing Interest 
taken in motor 
cycles, even by 
the uninitiated, is 
afforded by the 
illustration. It 
depicts a 7 h.p. 
T.M.C. with Tur- 
ner coach - buih 
sidecar which 
was lett outside a 
Manchester cafe, 
and round which 
a crowd soon 
gathered. The 
policeman is seen 
keeping the crowd 
on the move. 



FEBRUARY isi, igj2. 

Further New 
American Models. 

THE following additions were made 
to the exhibits at the New York 
ilotor Show after the report was 
published in these pages on 
January 11th. The consensus of 
opinion regarding this exhibition is that 
it was by far the best held in New 
York, both in attendance and actual 
business transacted. Next year may see 
the first independent motor cycle show in 
New York. 

A new addition to tlie American motor 
cycle family is the Henderson, a 4 h.p. 
four-cylinder machine, shown by the com- 
pany of that name from Detroit, 
Michigan. It attracted great attention, 
as a "baby" always does, but this was 
an extraordinarily big babv weighing 250 
pounds.' The frame differs radically froin 
any motor cycle frame now in use, parti- 
cularly having no upright frame member, 
such as the seat tube used in ordinary 
construction ; the lengthy wheelbase, 
sixty-five inches, is also noticeable. The 
engine is started with a handle at the 
right side of the machine, and just for- 
ward of the engine is a footboard. The 
starting handle folds out of the way when 
not in use. 

The Power Transmission. 

In an extension at the rear of the 
crank case is a counter-shaft driven by a 
bevel gear on tlie rear end of the engine- 
shaft; at the end of the counter-shaft 
is an Eclipse free engine clutch, 'and 
from this a single chani connects Avitli 
a driving sprocket on tlie rear wjieel. The 
chain is entirely enclosed iii a dust and 
M'atcr progf housing with a In'iiged door, 
giving ready access to the chain for lubri- 
cating. There is a lever pivoted on a 
lug riri" the crank case by whicli the 
clutcli is operated, and a pediil operates 
tlie hub brake, which is a Musselnian, » 
standard American coaster hub. 

A Ten Horse=power Engine. 

Having a bore and stroke of 2^in. and 
3in. respectively, the four - cylindered 
engine is considerably larger Hum other 
motor cycle engines of this type. The 
general specifications include a Breeze car- 
buretter, valves in separate pockets, intaie 
directly over the exhaust, operated by a 
rocker arm and pushrod intervening be- 
tween camshaft and rocker arm. The 
exhaust valves are at the bottom of the 
valve cliamber, opened by upward thrust 
direct from the camshaft. Cooling is 
aided by large air spaces left between the 
exhaust vulre pockets and cylinder walls. 
Tlie Boscli magneto is the D.U.4 car 
type, with 60° of sparking range. Lubri- 
cation is by splash with a sight feed drip 
to the crank cas^s Clutch, carburetter, 
and throttle control are from the handle- 
bars, with a patented ratchet device to 
hold the levers in place. The tank is 
cylindrical, holding 2^ gallons of petrol 
and two quarts of oil, and the machine 
presents a handsome and bold appearance, 
being enamelled black with red and gold 

New Valve Mechanism. 

In the New Era model (the New Era 
Auto Cycle Co.) originality, as far a£ 
America is concerned, is shown in the 
valve mechanism. The usual driving gear 
on the motor-shaft is fitted, and placed 
upward and forward therefrom in a direct 
line are found the exhaust and inlet cam 
gears and the magneto gear. Set obliquely 
in a single pocket forward and to the 
right of the engine are the valves. 
JJirectly in line with the centre of the 
exhaust cam gear, and operated by a 
direct thrust is the exhaust valve, with 
the inlet valve above it. The latter is 
operated by an overhead rocker arm and 
thrust rod working in connection with 
(lie third of the train of gear wheels. 

Novel Accessories. 

The Whittaker Chain Tread Co. showed 
a new motor cycle tyre chain made on 
the lines of the Pardons anti-skidding 

Several novelties were shown by the 
A. S. Noonan Tool Works. Among them 
their lamp bracket; this is made adjust- 
able to carry any size motor cycle kim]j. 
The Slime firm exhibited a tl;ig staff 
holder, which we illustrate, to ciiriy small 

The New Era power plant, showing magneto drive 
and method of operating the valves. 

The Standard Thermometer Co. have 
brought out a new form of fle.xible shaft 
drive, to be used in connectiun with tlieir 
speedometers for motor cycles. This 
flexible shaft runs through a rigid tube 
for about h;df the distance ; the latter 
being held at cither end, is prevented 
from moving while allowing the spring 
fork full action. 

(1) Valve side of 
(he four - cylinder 


(2) Chain side 
showing position 
of magneto and 
method of operat- 
ing clutch. 

FEBRUARY ist, igi2. 

Further New American Models. — 

What is termed the "No-lag" magneto 

lias been placed on the market by the 

American Circular 

"' Loom Co. The 

current generated 

in the armature is 

alternating, and is 

then transformed 

in a separate coil 

carried within the 

arch of the mag- 

l.j nets and taken off 

A neat clip for clajnping as secondary cor- 

a small flag to the handle- rect cirrent In 

bar at one operation. jj^^ two-cylinder 

model the contact breaker eliminates the 
necessity of stationary segments, as the 
breaker is stationary and the rotating piece 
is formed to give the requisite break inter- 
vals as required 'by the ancle between 
■ the cylinders. By connecting a set of 
batteries to terminals on the coil, dual 
ignition is effected when the actual contact 
breaker is used to effect the timing. 


Valve side of the New Era which, as will be seen, is sapplied with a tandem aitaonment. It somewhat 
resembles the Danish mount — the Elleham. 


What is a Complicated Trial ? 

MR. C. C. COOKE writes with refer- 
ence to our description of the 
Herts County A.C. trial, pointing 
out that timing was not on the 
split second system, competitors being 
allowed thirty seconds either side of their 
- schedule. Even this is a fine limit for the 
majority of competitors who rely upon 
'handle-bar watches. He says there were 
only three controls — St. Albans, Tring, and 
the finish. But, according to the loute 
card, controls must be added at Barton-in- 
the-Clay, Dunstable. Princes Risborough. 
and Amersham, making seven in all — quite 
enough in a hundred miles run. Dun 
stabte, he further points out, was not 
timed, but to this we would reply that the 
I'oute card says, "timed out only for non- 
stop run to I'ring." Mr. Cooke e'^mhasis-.^ 
that the tnal was not one of reliability 
; only, in addition it was a sporting trial, 
and that is why non-stop sections were in- 
cluded. He adds : " Few know, the infi- 
nite amount of thought, time, and work a 

trial of this description demands." We 
can assure Mr. Cooke that we fully appre- 
ciate the work and worry entailed, and 
that is why we could not help thinking 
how much easier it would have been for 
the officials, and how much less worrying 
to the competitors, if the trial had been 
made a straightforward non-stop through- 
out instead of a series of non-stop sec- 
tions, which necessitated a constant watch 
on the regulations as well as on the route. 

The General Opinion. 

In defence of our criticisms we can only 
say that we were voicing the general 
opinion of competitors when we said that 
the trial was too complicated. Here is 
another proof. On three occasions we 
noticed competitors effecting adjustments 
in sections which were not observed, and 
acquaintances who passtd called out 
" hard luck,'' thinking they bad experi- 
enced trouble in the non-stop sections. 
'I'he troubled one would look up in 

amazement and then scan the regulations 
once again. 

We can quite imagine that the regula- 
tions appear anything but complicated to 
-Mr, Cooke if he drew them up. 

It appears that the S.I.A.JI.T. rider 
whom we noticed repairing his belt by the 
roadside in the Herts County trial was 
not E. A. Marshall who was competing, 
but a member of the staff' of Radium 
S.I.A.M.T., Ltd., who was out to see 
the fun. 

Alfred B. Wade, who entered and rode 
a twin Zenith and sidecar in the above 
trial, had a most adventurous trip from 
Cardiff to the start, ultimately reaching 
Uxbridge some time after the competitors 
liad left. He and his passenger, how- 
ever, decided to make up time if possible, 
but missed the road, and while taking a 
corner at full speed pulled off' the sidecar 
tyre. They wisely abandoned the trial 

Anti-glare Attachment for Head Lights. 

THE general appearance and nature 
of this device will be rendered 
clear by an inspection of the 
diagi'am. The essential feature 
consists of li semi transparent screen or 
blind mounted on rollers, actuated by 
springs and working immediately behind 
the front glass or lens, the whole surface 
of which it is capable of completely or 
partia ly covering. The screen itself i? 
mo--ie oi' strong but thin flexible fireproof 
fabrii.;, the degree of transparency being 
ma je to suit the power of the lamp, but 
only j;ir'. sufficient to eliminate the 

Bv preference, the screen is coloured 
■'• rediish yellow on account of the fog 
penetritmg qualities of a light of this 
colour but it can be tinted any desired 
shadt to suit the user's individual ideas 
In its must approved form, the mecha 
nism for operating the screen consists 
of a suitable ti'ain of gear wheels actuated 

by Bowden wire and self- locking lever, 
the latter being placed in any suitable 
position ; but where the lamp is easily 
accessible, the arrangement is simplified 
by fixing a lever directly to the attach 

The whole of the mechanism, screen, 
etc., is enclosed in a damp and dust- 
tight case, finished to match the body 
of the lamp. The attachment may be 
fitted to almost any make of existing 
lamp at a small cost. 

To the considerate motorist the con- 
trivance will at once recommend itself; 

Its uses are obvious, e.ij., in pas.-?ing 
through towns or villages, where a 
powerful front light is not required and 
liable to inconvenience other road users ; 
passing restive horses, and for safely 
negotiating other traffic. Its use in fog 
is a great advantage, whilst in summer 
its use as a protection for the lens 
mirror and reflectors against the rays of 
the sun is not one of the least points in 
Its favour. 

The general adoption of such a device 
would do much to overcome the existing 
prejudice against powerful head light.s, 
and would reduce to a minimum the num- 
ber of accidents attributable to the use of 
such lights, particularly if one always 
knew exactly when to reduce the glare. 

Further particulars may be obtained 
on application to the patentee, Mr. W. 
A. Muir, Balderton. Newark, Notts., to 
whom we are indebted for these par- 



FEBRUARY 1st, igts. 

A Test Hill for Metropolitan Riders. 

HITHERTO the only severe test hill generally 
known to motor cyclists in the London district 
has been that at Cudham Church Hill, with its 
actual gradient of i in 4. 

North-west of London lie the Chiltern Hills, stretch- 
ing north-eastwards to Tring in one direction and 
circling round via Berkharapstead, Amersham, ami 
High Wycombe, back to the Thames at Henley. 
AVithin this district 
there are steep hills 
innumerable, and as 
a happy hunting 
ground for those 
riders who desire 
fresh precipices to 
conquer, no other 
neighbour hood 
easily reached from 
the centre of Lon- 
don can compare 
with the Chilterns. 
Kops Hill, Bledlow 
Ridge, Chinnor, 

and Kingston 


-ssf^co^/ Afffl^s HILL 

Blount are ascents npw fairly familiar to motor cyclists, 
but the worst has apparently been overlooked, perhaps 
because it leads nowhere. 1 happened across this truly 
fearsome grade about six years ago, whilst pottering up 
and down the lanes between Henley and Watlington in 
search of something to test the climbing abilities of a 
car. Upon lliis fnsl occasion a friend and I, after 
a walk to the top, decided that discretion w'as the 
f)etter part of valour, and did not attempt the impos- 
sible -with a 20 h.p. 1905 vehicle. Local enquiries 
i-e\-ealed the fact that, up to the time of this first visit, 
no self-propelled vehicle had ever reached the summit. 
On a recent fine day, I iigain essayed the climb upon 
a car and succeeded, and, so far as I can learn, this is 
only the third ear that has achieved the feat. But one 
motor bicycle has gained equal success, and then only 
after the rider had spent nearly two days on the hill 
and made many failures. 

How to get to Arms Hill. 

The .situation of Arms Hill is 3)^ miles from Henley- 
n-Thames, and is reached by the following route. 
Riding from London, and crossing the Thames at 
Henley Bridge, proceed up the wide High Street and 
(ake the narrow right-hand turning which leads through 
.Vettlebcd to Oxford. After leaving Henley streets, 
I Ik; road opens out into tlic straight and level Fair Mile. 
.At the end of this straight stretch, the road forks 
left and right where an inn stands at the junction. 
The right fork is the correct route, where a direction 
post points to Watlington, and 2}^ miles of gradually 
rising gruiind is trinersed to the tiny village of Upper 
.Asscndon. W'.ilch for the Stonor Arms on Ihe riglit, 
ami on ihc same side of ihe road, fifty yards beyond, is 
die coinniencemcnt iif Arms Hill. The entrance from 
I he roaij just travcrsof] is marked by a huge traction 
ngipc, permanenlly stationed outside a flour mill, the 
■nginc serving to dri\'c the grinding machinery of the 
mill. 'I'lic spot I'.iii be fui'lher recognised by a row of 
i\ bill k built cdliaiifs immcdinlclv racing tlic mill and 

edged by some granite kerbing that . forms the only 
available take-off. 

The hill is no longer employed for traffic, as a much 
easier road was cut out many years ago, which joins 
the hill at the top, with the result that the first 250 
yards is overgrown with grass. As the grade steepens, 
the grass gives way to a carpet of loose stones, to 
develop into a surface scored in all directions with rain 
gullies. The hill goes straight ahead for some 600 
yards, becoming steeper and steeper, and then suddenly 
widens out on a left-hand bend where the surface is 
surprisingly good. It is just above this bend that the 
worst pitch occurs, which I estimate to be 

1 in 3, 

and to prevent the road being wholly washed away 
durnig storms, a pair of elliptical iron pipes have been 
placed on either side to carry off the water. The bad 
portion of the hill extends for about 150 yards, and 
then takes a sweeping bend to the right, beneath a mass 
of overhanging tree tops, and in another 600 yards of 
1 in 5 1/2 reaches the level lane at the top. 

The total length is some 1,200 yards, and after per- 
sonally tackling pretty well every known and unknown 
grade within 100 miles of London, I have no hesitation 
in asserting that Arms Hill is ^•eritably the steepest 
hill within that radius of the Aletropolis. The diffi- 
culty of overcoming the steepest portion is accentu- 
ated by the grass at the foot, because a couple of 
hours rain converts the latter into a sticky surface 
which tyres refuse to grip. A club in search of 
excitement for its members might do worse than 
arrange for a Saturday afternoon trip to Arms Hill, 
and I can prophesy plenty of fun for both riders and 
spectators. The hill is seldom used by anyone, so 
that a hill-climb would not inconvenience others, and 
there would be little or no difliculty in obtaining per- 
mission to use it. Columbus. 

A novel qUadoar oxhibited al Ihc Brussels Show. It is propollod by a motor cycle 
power unit coupled to an aeroplnno propeller or fan. It Is a coincidence that one 
01 our slatl had roughly designed a similar machine for inclusion In these pages. 

FEBRUARY ist, igi2. 


Sutton Coldfield A.C. Open Reliability Trial. 

The Regulations Reviewed. 

THE start will be at 9.30 a.m., February 17th, from the 
Gun Barrels Hotel (Bristol Road), Birmingham. 
Route will be Selly Oak, Rose Hill, Bromsgiove, 
Alcester, Stratford, Sunrising Hill, Warmington Hill, 
Banbury (lunch), returning in same direction to Alcester and 
then direct Birmingh.m Road to tram terminus, Alcester Lane. 
Observations will be taken 01 all performances on each of the 
lest hills, namely. Rose Hill, Sunrising Hill, Warmington 
Hill, Edge Hill, and Gorcot Hill. 

Method or Marking. — Each competitor will be given 200 
marks as ma.ximam. The competition will be conducted as 
an absolute non-stop run excepting at the usual controls. 
Marks will be deducted for any stops whatever, other than 
those just referred to. No adjustments whatever will be 


Ten marks will be deducted for actual failure to clinih 
;iny of the test hills, five marks will be deducted on 
each hill if the machine be assisted by pedalling, and no 
competitor will be allowed to dismount and run with 
machine. Marks up to the limit of five will be- deducted 
from those unable to make an easy start, but free engine 
and two or three-speed machines will not be given an}' 
preference on this count. One mark for each complete 
minute in excess of one minute will be deducted for being 
either late or early at checked poiiits. For a stop of any 
kind ten marks will be deducted. Marks up to the limit 
of ten will be deducted for machine or rider finishing in an 
unreasonably dirty, muddy, or oily condition. 

Silencing. — Cut-outs, if fitted, must not be used or must 
be sealed ; noisy macliines will be disqualified. 

Engines will not be allowed to run on stand a,t ajiy time 
after the a<:tual start of the competition ; no competitor with 
a free engine may start his engine until he receives the 
word "go" at each control. 

The schedule time has been worked out at 20 m.p.h., there 
will be a stop of one hour for lunch at the Red Lion Hotel, 
Banbury, and also one of thirty minutes on the outward and 
homeward journeys; one minute will be allowed in which 
competitors ' may be either late or early at each of the 
controls in order to correct any slight errors that may occur. 


The Colmore cup will be awarded together with a gold 
medal to the competitor making the best performance through- 
out the day, and all those making non-stop runs and arriving 
at the finish within schedule time will be awarded silver 
medals. An additional gold medal will be awarded for the 
best performance of an amateur. Also pair of Kempshall tyres 
(presented by Kempshall Tyre Co., Ltd.) for best performance 
bj' an amateur member of tlie Sutton Coldfield A.C. 

Marks will be awarded to all members of. the club for the 
Murratti-Ariston trophy, and also additional marks to amateur 
members for Ixion challenge cup. All members competing 
will be awarded two marks. 

Foe Moratti-Ariston 
1st member ... 8 marks. 
2nd ., ... 6 „ 

3rd ,, ... 3 ,,^ 

Mr. James St. John, 33, Fountain Road, Edgbaston, is the 
trials hon. sec. 

All competitors must be provided with A.O.U. licences. 

For Ixion Challenge Cur. 

Ist amateur member 8 marks 
2nd ., ,, 6 ,, 

3rd ,, ,, 3 ,, 

A.C.U. Spring and Autumn One-day Trials. 

Summary of tlie Conditions for the Spring Trial on March 2nd. 

Entries. — Entries must be received by Saturday, 24th 
February, together with either of the following entry fees : 
Manufacturers or agents, two guineas ; private owners, mem- 
bers of the A.C.U., or Atliliated Clubs, half-a-guinea ; non- 
members, two guineas. Not more than three entries will 
be accepted from any manufacturer. 
The Start. — The competitors will be started at 8.30 a.m. 

from , and will be expected to acconiplisli the 

journey without any stop other than as officially lecorded. 
One hour and a quarter will be allowed for luncheon, but no 
adjustments will be permitted. 

The Course. — The course will be one of about 160 miles 
in length, but the actual route will not be announced until 
the morning of the trial. A competitor may not leave the 
rourse under any circumstances whatever, and will be 
penalised or disqualified at the discretion of the jud^s if it 
be found he has done so. 

Hill Ticst.' — A minimum speed will be set for two severe 
test hills, and fevery machine to gain a first class certificate 
will be expected to climb the hill at the speed set for that 
particular class, as follows : 

Minimum speed. 
For machines not exceeding 350 c.c. ... 10 m,p,h, 
,, ,, above ,, ... 15 

Passenger machines 7 

p'A stop will not be permitted at the foot of the hills. 
e' Pedalling is prohibited for any machine except on the lest 
pills, and then only in the case' of machines having engines 
bot exceeding 300 c.c. for single-cylinder and 350 c.c. for 
piulti-cylinder engines, and only when a change-speed gear is 
pt fitted.- Passenger machines must climb the hills with 
Bassenger and driver seated in normal maner. 
; JoTJRNEY. — The maximum running time for the jouiney will 
Be at the rate of 18 m.p.h., and the minimum 20 m.p.h. 

Each entrant of a passenger machine is required to find a 
bale observer, weighing not more than twelve stones, and 
Such observer will not be permitted to travel on the machine 
of the entrant, but shall be allocated to the machine of 
brother competitor, the driver of which shall be responsible 
fur the return of such observer to the finishing-point. This 
rule will be strictlv enforced. Such observer will be under 

the control of the Union, and will be required to make ob- 
servations throughout the whole of the trial, not only with 
regard to the machine on wliich he is travelling, but also 
with regard to all machines M'liich come under his observation, 
and to furnish a report of his observations at the conclusion. 

The entrant must provide a full size waterproof rug for 
the comfort of the observer. 

The road wheels of any machine entered may not be brought 
to rest under any drcmiistances whatever, except for exigen- 
cies of traffic. Drivers of motor bicycles who dismount for 
the purpose of running beside their machines, or who kick 
on the ground for the purpose of assisting their machines, 
will be recorded as having failed. Drivers of passenger 
machines which shed their passengers will be recorded 'as 
having failed. 

To Qualify for a Certificate. 

To qualify for a first class certificate, a machine must con- 
form to the following requirements and be equipped with : 

1. Free engine or variable gear. 

2. Two brakes working independently. 

3. Mudguards of ample dimensions — For l-|in. tyres, 2i^va. 
across the chord and 3in. over all ; for 2in. tyres, Sin. across 
the chord and 3iin. over all; for 2iin. tyres, S^in. across the 
chord and 4in. over all. 

4. Stand and luggage carrier. 

5. Efficient silencer, which does not exhaust directly on 
to the road. 

6. Magneto reasonably protected from mud, or placed in 
a sheltered position. 

7. Tool bag of ample capacity. 

8. Tyres of standard size. 

9. Lamp complete. 

10. Spring front forks. 

11. Lubricating oil tank capacity— for lightweight 1 pint, 
others 1 quart. 

In addition, the machine must be in good condition and 

' reasonably clean and the engine and crank case reasonably 

free externally from oil, at the conclusion of the trial. Cut- 

• outs may not be used, and if fitted must be sealed. The 

judges shall have power to disqualify noisy machines. 

The weights of all machines will 'be taken. 





Some Hints on the Arrangement of Toolbars and Carriers. 


"AY I borrow a screwdriver for half a 
minute ? " " With pleasure ! ' ' — and 1 
watched. The process was an interesting 
one. Stooping down to look under a large flat suit 
case, strapped on top of the carrier, my obliging 
friend proceeded with some difficulty to undo two 
straps and a snap lock. This allowed the top of the 
pannier bag, in which the search was to be made, to 
open about an inch and a half. The end of a tool 
roll was coaxed out, and a series of sharp pulls pro- 
duced the rest of it with a few tools sticking to it at 
intervals. The screwdriver was conspicuous by its 
absence. Some sleight-of-hand tricks with the loose 
tools still in the empty bag, followed by a repetition 
of the whole process on the other side of the machine, 
produced the coveted weapon. But the man looked 
hot, and I was' sorry I had troubled him. 

Convenience in Attachment. 

Now was all this necessaiT? The modern motor 
cycle is a machine which, if properly looked after, 
seldom requires mechanical adjustment on the road — 
nevertheless a spanner, like a revolver, when it is 
wanted, is wanted badly and in a hurry. This being 
the case, why should we keep it wrapped up in a wallet 
which is tucked away in any p.lace on the machine 
which to the designer's eye appears a trifle naked? 

We have toolbags which shake open, toolbags which 
break their fastenings and drop off^, which let the rain 
in and forget to let it out again, which sag out of 
shape and collect the mud off the back wheel, or 
develop holes in the bottom and lay a trail of tools 
anil spares to tempt the wandering yokel from his 
rightful duties. All this and more because the much- 
abused toolbag is looked upon as an accessory and 
not as an essential part of the machine. 

Toolbag adlxed lo (he top tube, a pattern which Mr. J. L. Norton 
claims to have introduced. The screwdriver, pliers, and adjustable 
spanner, are all in an accessible position in the lid of the box. 

ft would seem, then, that with all these tricks the 
wilv toolijag is worth watching, and the only place 
where it can be safely under observation and at the 
same time handy when needed is in front of the rider, 
cither on top of the tank or on the handle-bars. The 
hitter is the position adopted by several well-known 
roin])('lititjn riders and by a few of the leading makers. 
It is a great ;id\-:incc. on the bag fixed t(j llie cari'ier, 
bul i-^ nprn 111 iiiir 111 Iwn iniiinr disadvantages. Briefly, 
the weight of a lull lnolbag with tools and .spares is 
<:onsidcrable, and will affect the steering appreciably; 

Showing small bags on the liandle-bars lor 
light tools and sundries. 

the bottom of the bag being wide and unsupported it 
is apt to sag under the weight ; the attachment of the 
bag may interfere with other handle-bar fixings, such 
as speedometer and generators mounted inside the 
bar. Also the appearance is hardly neat when the 
bag gets worn and old. 

The Ideal Position for a Tool Case. 

The first position mentioned seems to be the ideal 
one, on top of the tank. Here it is immediately get- 
at-able, even while riding, it keeps clean, does not 
sag, and there is 
little tendency for 
the fastenings .to 
break or come loose 
since they take no 
weight. One great 
disadvantage of fas- 
tening the bag to